ADMINISTRATION OF JOHN EDGAR THOMSON.

ADMINISTRATION OF JOHN EDGAR THOMSON.

When the new Board of Directors assem- I Board on March I , filled the vacancy by the bled February 3, 1852, J. Edgar Thomson I election of William R. Thompson upon the was elected President, John Vaux Bacon, ' reconllnendation of the City Councils of Phila- Treasurer, and Tl~onias T. Firth, Secretary. ' delphia, arid on March 3, Edward T. Mott, of Mr. Thomson received the unanimous vote of Northern Liberties, and Samuel Janney, of the new Board. Upon taking the chair " he I Philadelphia, were chosen Directors to fill va- I returned thanks for the honor done, and ex- , cancies caused by the resignation of David

I pressed an earnest desire to do all that lay in his power to proniote the interest of the corporation, and to give satisfaction to the stockholders and to the Board." Mr. Job R. Tyson was then elected Solicitor.

On February I I the winter rates on freight were reduced to two and one-half cents, for light goods, " to be receipted for in seven days through to Pittsburgh." O n the 17th of Feb- ruary the Board considered "the propriety of reducing the rate on heavy goods, with a view to lower prices for wagons in order to command a large number at Beatty's Station," and the President was authorized " to fix the rates for through freights at such'prices as he may deem proper until further directed by the Board, and report at the next meeting his action in the premises."

The Board authorized the President on Feb- ruary I I to arrange with the lines between Cleveland, Philadelphia and New York for a reduction of fare for through passengers ,between those cities. At the same time, he was directed to enter into a contract for four years with the Postoffice Department for the conveyance of mails between Philadelphia and Pittsburgh.

Mr. Davis having resigned as Director, the

S. Crown and Tliomas T. Lea. The President of tlie Board of Commission-

ers of the Northern Liberties, notified the Board on March I , that he was prepared to deliver to the Company." the remaining bonds of the districts, which completes their subscription, making a total avount of $500,000.

The General Superintendent was on March 3 authorized " to stop such passenger trains at the Patterson House for meals as may arrive there at convenient hours."

A second through line of passenger coaches was, on March 10, authorized for the Portage road in order to divide the passengers and prevent their detention.

At the adjourned stockholders' meeting on March 3 Mayor Gilpin again presided. The matter of the $250,000 subscription to the stock of the Ohio and Pennsylvania Railroad Com- pany was again postponed, and a resolution was passed to refer the question to a new committee of five, to confer with the Councils of the city of Philadelphia and report to another adjourned meeting, which was to be held the first Monday in April.

Resolutions adverse to the construction of branch lines, which were offered, were also referred t o the same committee. A resolution

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T I I B PENNSYLVANIA RI\ILKO;\U COMPANY. 312

'' that a bill be presented to the Legislature to change the time of holding tlie annual meetings, so as to make them precede the annual elections one month," was tunanimously adopted, as was a resolution appointing a conimittee of five to confer with the directors, and after an investigation of the financiai condition of the Company, to advise such a course as they deemed best for the interest of tlie stockholders.

The annual report of the directors, engineer and superintendent, and the reports of these committees were authorized, by resolution, to be puhlislted antl furtiished to the stockholders.

The President of thc Company was authorized on March 22 to visit Harrisburg and take such measures most advisable to defeat the bill pending before the Legislature for leasing the State works to individuals, antl to make " such negotiations as he may think best adapted to proniote thc interests of the Fenn- sylvania Railroad Company," and to promote the other objects of Legislation asked for by this Cotnpany.

The following proposals regulating transportation were adopted by tlie Directors on April 3, to be subtriittecl to the Board of Canal . .

Commissioners :

First.-The Pennsylvania Railroad Company to haul over the .4llegheny mountains hetween Hol- lidaysburg and Johnstown, after the canal navigation opens in 18j4. all freight in cars of transporters doing business on the State Canals for $1.25 per ton (exclusive of State tax on tonnage), for the whole distance between these places.

Second.-The State to haul all freight passing over the Columbia Railroad in cars of the Pennsyl- vania Railroad Con~pany at not exceeding two cents per ton per ndc . including. road, n~otive power and wheel tolls, and passengers at the rates charged by the said Pennsylvania Railroad Con~pany for similar travel over their road with a deduction of n, per cent for each train of cars, transportation expenses for first-class passengers and 33% per cent for emigrant and other travel.

A colnmittee appointed by the . stockholders at a meeting on March I, conferred with the Directors on April 3, concerning, the financial affairs of the Com-

pany antl the importance of the early completion of the main line, and the unani- lilous opinioli of the Conunittee and of the Board was that it wottlcl be useless to attempt to raise money by private subscriptions to the stock of the Company, as the citizens had all been taxed to their capacity.

On the first of April about S miles of the mountain section of the Pennsylvania Rail- road were opened, thus avoiding plane No. I,

and about one-fourth qf the Portage Road. At a general meeting of the stockl~olders of

the Penlisylvaliia Railroad Con~pany, held on the 5th (lay of April, it was decided not to build any branch roads connecting with the ~nain line, unless the cecessary funds were furnished by the parties desiring such connections, and the stockholders expressed their ~uiwillingness to sanction any further pledges or conditional su1)scriptions to the stock of ally railroad, " until the funds required for the coliipletion of our own works are fully provided."

The subject of locating and constructing passenger and freight stations in Philadelphia was, on the 7th, referred to a special committee.

The Company's solicitor, J. R. Tyson, informed the Board, April 21, that he considered the telegraph company liable for damages, for tlie erroneous transn~ission of a message caus- ing a collision on the road.

O n April 28 tlie President was authorized to niake arrangements to sell through tickets from New York to Philadelpliia and to Cleve- land at reduced rates.

The rates of freight to take effect on and after May I were fixed as follo\vs:

First class, g0 cents per hundred pounds. Second class, 70 cents per hundred pounds.

The General Superintendent was, on May 5, authorized to have each engine furnished with the following arlicles as permanent fis- tures: " Two axes, one saw, two leather or iron buckets, as also a rod of straight iron, made with a handle at one end, and a hook at the other, to be used in saving baggage in case


RATES O F FAKE A G R E E D U P O N W I T H CrZNAL COSIhIISSIONERS. 373

of fire, and that the name of the Company be Railroad Company it was adopted by the Di- distinctly stamped on each article named." / rectors on May 19:

The passenger fare to Pittsbnrgh was on / Resol\.ed, That the road, motive po\rrer ant1 car ,\lay 5 w~lucetl to tell tlollars ljy stage alld by 1 tolls on first-class I)assengcrs o \ w the Colurnbia

canal to nine dollars. / and P l ~ i l a d c l ~ ~ l ~ i a Railroad shall be two cc'nts per ' passenger per mile, provided thc whole charge of The Arrrcr-ican Railr-oud Jorrr-rrnl gives the fol- I trallsporters sllall not esceed 25yi nlills

lllile. lowing account of the Pennsylvania Railroad in May, 1852: ; The General Superintendent was instructed

I to dace notices in the DassenPer cars. that .3

This great tlloroughfare, wliich was conlnlencetl / .. passengers llaving matclles or Jidj, 1847, atid will be completed, with a single track and sidings in August o r Septenlber, has 191

j bustible matter in their baggage, will be held nliles (of tile 248) now in successful operation. , '-es~o"sible for danlage in case of fire taking All except that portion passing over the Alleghenies i place," and it was ordered " that hereafter all will be finished by September next. No stationary j claims for bnrnt baggage shall be made under power is required on any portion of thc road. The ' an stating tllat tile party &stance from Harrisburg to Altoona is 131 miles, / claiming it, had no matches or other com- :end the ;scent overcome is 8 jS feet The steepest

bustible material among his baggage." ascending gradieut on this part o l the road passing eastwardly is 16% fect per mile. and westwardly, 21 feet per mile.

From Altoona to Pittshurgh the steepest gradient is 52.8 feet per mile, with the exception of 9.75 miles of the eastern slope. where a gradient o l 9 j feet to tile mile upon straight lirtcs, reduced upon curves according to their radius, is encountered, upon which extra loconlotive power will be employed.

The Baltimore & Ohio overcomes this mountain by a maximun~ gradient ~j rniles in length, of I 16 feet per mile, and descends upon the west side at the same rate for 8 milrs. I t also overcomes Laurel Hill (which is avoided on the Pennsyl- vania route by a tunnel 4.~00 feet long) with gradients each side 105 feet per mile.

The Pennsylvania is graded ior a double track in all the tunnels and rock cuttings and much of the earthwork: the masonry in all cases is constructed for donble track. I t is proposed to lay at once a double track on 39 miles of the blourttain Division, and 34 rides inmediately east of it, and on the rest ol tlie line there will be sidings every five miles.

The superstructure is of the most subtsantial character. Cross-ties of white oak, 8x8 inclles by 814 feet long are placed 214 feet apart and imbedded in ballast of broken stone 20 inches deep. T h e rails weigh 64 pounds per yard, except on the steep grade of the Allegheny n~ountain. where 76-pound rails are to be used. The buildings are commodious and substantial. From Altoona to Pittsburgh, 117

miles, there are only two wooden bridges each of la, feet span, all the others being constructed of iron or stone. . . .

The Canal Commissioners having submitted the following resolution to the Pennsylvania

The Secretary of the Uoartl of Canal C o w missioners under date of May 19 gave notice to transporters of passengers over the Philadelpl~ia and Columbia Railroad " that the Hoard have this day entered into a contract with John Bingl~aln and Jacob Dock to carry all passengers and mail ever said road, excepting passengers carried by the \Vest Chester Railroad Company, and by market cars-said contract to go into effect on the first day of July, next."

In confornlity with a draft of an agreement submitted to the Board on May 27, the Presi- dent was authorized to rent from the Philaclel- phia and Ealtinlore Railroacl Con~panj- their depot at Elevet~th and Market streets for one year, with the right of purchase \vithin that time.

A legal opinion in reference to the contract entered into by the Canal Commissioners with 13ingham and Dock was submitted to the Pennsylvania Railroad Directors b!- their solicitor, J. R. Tyson, on May 27, in wllich he held that the Canal Uoard had no legal right to enter into any sucl~ contract, and that it was an unwarrantable assumption of power on their part. The President and the Solici- tor were requested " to proceed to Harrisburg and submit for the consideration of the Canal Commissioners, the opi~lion of the solicitor in reference to leasing the Columbia Railroad to


T H E PENNSYLVANIA RAILROAD COMPANY. 3 14

Messrs. Binghan~ and Dock, and to take such measures as the President may deem necessary in the premises."

- I t was decided 011 May 28 to build a branch line to the town of Indiana, Pennsylvania, provided the citizens of the county would subscribe $170,000, and pledge to the Company a clear right of way and the title to four acres of land at the terminus.

A meeting of the Directors was held on May 31 to consider the proposed loan. The following resolutions were fully discussed and adopted unanimously:

Resolved, That the mortgage proposed to be made shall be for five million dollars.

Resolved, That the President be authorized to issue proposals for the loan of three million dollars.

Resolved, That the above loan shall be convertible into the capital stock of this Company at any time previous to the first day of January. 1858.

Resolved, That all former resolutions conflicting with the above be rescinded.

Resolved, That the resolution passed on the 21st instant in reference to the payment of the coupons without deduction be reconsidered.

Resolved, That the words "without deduction " be stricken out of said resolution.

The Directors on June 15 approved a letter addressed by the President to Hon. Wil- liam Bigler, Governor of Pennsylvania, relating to the action of the Canal Board in leasing the public works.

The Anlcricnn. Railroad Jo~rrrlnl snnounced on June 19 that-

The Pennsylvania Railroad Conlpany is about to effect a loan to complete the work. The whole amount of the loan is limited to $ 5 , m , m , of which only $3,000,000 are now offered. and is reimbursable

on December 31, 1880. These bonds have coupons attached and are convertible into stock at any t h e previous to December 31, 1860. The cost of the entire road, ir~cluding equipment, is estimated at $12,-

500,m. The whole amount on hand is $9,75o,coo.

The President was authorized on June 23 to comniissio~~ Edward Miller, Chief Engi- neer, " as agent of the Pennsylvania Railroad Conipany to proceed to Europe for the purpose of presenting to capitalists, the merits of the loan of three 'million dollars, authorized by the Board." Mr. Miller was given full power to make further conditions in furtherance of the loan, not inconsiste~~t with the terms of the circular and proposals. The bids were to be opened in the oflice of the Company in Philadelphia on the 16th of Septe~nbcr, 1852. "Twenty-five per cent of each accepted bid to be paid within fifteen days after announce- ment is made at the office of the Company in Philadelphia or such point as may he designated." The bonds were to be free from taxa- tion.

The General Superintendent was directed on June 25 to purchase a cemetery lot in which to re-inter the remains removed from the Com- pany's property in West Philadelphia.

During the month of June several meetings were held, at which the various complications concerning the purchase of the Powellton estate, and the legal questions involved, were dis- cyssed. The question of the right of the Com- pany to purchase any property except that to be used for railway purposes having been raised, the matter was referred to the solicitors of the Company.

The following .proposed mail schedule hetween Washington, Philadelphia and Cleve- land, after July r , 1852, was submitted to the Postmaster-General by President Thomson.

WESTWARD.

Leave Washington. First train. { Lea,,e Philadelphia, ;:; 2: :: 1 Arrive at Pittsburgh next day at 8-30 A. 31.

Second train. Leave Washington, { Lea,e ::; F: } A m r e at Pittsburgh next day at 5.00 P. hl.

First train. Leave Pittsburgh, 9.30 A. M. Arrive at Cleveland at 5.00 P. M. Second train. Leave Pittsburgh, 10.00 P. M. h i v e at Cleveland at 7.00 A. M.


CONTEST WITH BINGHAM AND DOCK

EASTWARD.

Leave Cleveland, 10.30 A. M. Arrive at Pittsburgh at 6.00 P. hI. First train. Leave Pittsburgh, 7.00 P. M. Arrive at Washington at 1o.m P. DL.

Leave Piasburgh, 7.00 P. M. Arrive at Philadelphia at 9.00 P. M.

1 Leave Cleveland, 5.30 P. M. Arrive at Pittsburgh at 12.00 Midnight. Second train. Leave Pittsburgh, 7.00 A. M. Arrive at Washington at I 1.00 A. M.

Leave Pittsburgh, 7.00 A. M. Arrive at Philadelphia at 10.00 A. XI. It was stated that " after the first of October next these schedules can be reduced between

Wasllington and Pittsburgh five hours."

The Pennsylvania Railroad was formally opened on August 6 to a point within two miles of Greensburg, being twenty-nine miles from Pittsburgh, and a train of five cars with a number of passengers left the Liberty Street Station, Pittsburgh, at nine o'clock for the terminus of the completed road.

There had been more or less friction between the Canal Commissioners, in control of the Philadelphia and Columbia Railroad, and the officials of the Pennsylvania Railroad Com- pany, as to the use of the State motive power in hauling the Pennsylvania Railroad cars to the junction with the nlain line. On August 16 an open rupture was caused by the refusal of the State officers at West Philadelphia to permit the cars of the Pennsylvania Company to be attached to the State motive power, and compelling a transfer of passengers to cars under the control of Binghaln and Dock, who had made a contract with the Canal Commis- sioners, by which the firm was given the exclusive right of passenger transportation on the Colunlbia Railroad.

In conlmenting publicly upon the action of the Canal Board the President of the Penn- sylvania Railroad Coml~any said: "The cars of the Company had been placed upon the State Railroad a t the solkitation of the members of the Canal Board, and under assurances of their official protection, as far as could be given. In consequence of that assurance, the Company was induced to pay to the proprie- tors of the Eagle Line a large Bonns in the price of their cars over their actual value.

" The net revenue I-csulting from this service was not the lnolivc which induced the Company to place their cars upon the road. The reasons assigned by nlenlbers of the Board of Canal Connnissioners, when they in- vited the Company to become transporters

over the Columbia Railroad, was that which actuated them in complying with their wishes, viz., to avoid the annoyance to through travel from a divided interest and responsibility in its transportation, by placing the whole passenger travel between Pldadelphia and Pitts- burgh, as far as practicable, under one control; the cars to pass, as soon as the space between the tracks on the Columbia Railroad was widened, and the Portage Railroad avoided, from city to city without change."

No public notice llaving been given of this action of the Commissioners, a special meeting of the Directors of the Pennsylvania Railroad Conlpany was called August 16th to take action thereon. The President of the Company submitted a detailed statement of the differences between the Canal Commissioners, and the Board authorized its publication in the newspapers.

In their statenlent of the case the Board claimed that it was at lcast a mistaken policy on the part of the Canal Commissioners to assign exclusive control to Bingham and Dock, for the Pennsylvania Railroad was not a rival line and it was a question whether the Conln~issioners had not exceeded their legal authority in the matter.'.

The President was authorized to employ such additional counsel as he thought proper to protect the Company in their right to run their own cars over the State road and " to take such measures as he may deem advisable in reference to forwartling passengers from West Philadelphia over the Columhia Rail- road."

The Philadelphia News of August 16 printed the following account of the " Trouble

'Thc authorized statement of the case by the Board of Directors is given in full in the Appendix.


THE PENNSYLVANIA RAILROAD COMPANY.

on the Pennsylvania Line with the Canal Coininissioners ":

We learn that all efforts towards an acconnnoda- tion between the Canal Corl~missioners and the Pennsylvania Railroad Company have failed and that a legal contest is enevitable. To-day ib the time fixed at which the arrangenierlts between the Conmissioners and Binghain and Dock will go into operation, and the last-rianied partres, we uri- derstand, claim, under tlie Coniniissioners, the exclusive control of the road between this city and Columbia.

The Pennsylvania Colnpai~y will sei~d their cars out as usual, and the new lessees o r contractors will, we understand, refuse to take them in the train. This will be but tlie conlniencelrient of the difti- culty. It is understood that Alessrs. Bingharn and Dock will take the trains to Colun~bia without stopping at Dillerville, and that tlie Pennsylvania Railroad Company will make 110 co~i~iection at this point. It will be necessary, therefore, for passell- gers bound west of Lancaster and Colunibia to leave tlie train at the former place and make their way as best they can, on foot o r otherwise. to Dil- Icrvillc, a distance of about a mile and a half, where the Pennsylvania Conipany's road begins.

We believe, however, that it is expected that the railroad will provide o~linihuses at Lancaster to convey passengers to Dillerville. No one, we presume, will fail to regret the existence of this difficulty. It is not a simple question between the parties now at issue, but is one Fraught with very important consequelices to our city and State. It cannot but be seen that the Canal Comnlis- sioners are putting in jeopardy the best interests of the coninlonwealth. None will deny but there are rights to be respected 1)elonging to the Penn- sylvania Railroad Company, and if these rights are not regarded the Company must protect itself as best it can. Already. we understand, that ways and means are being looked after with a view to aban- doning the Columbia Railroad entirely, and this is altogether a feasible project.

The able President of the Reading Railroad has recently proposed to carry the Pennsylvania Rail- road passengers and the mails. The Reading has perfect co~i~iection between this city and Harris- burg, except for a distar~ce of ten tniles, which can be traversed by stages in an hour.

The Philadelphia R~dlctirz of August 20 said: At 8 o'clock this morning tlie cars left their new

depot, corner Schuylkill. jth and Market streets, and proceeded to West Philadelphia, where a large crowd, anticipating trouble, had assembled (on account of recent advertisenients).~here was no disturbance, however, and if there had been there was a Iarge force present to prevent it. The cars of the

1 Pennsylvania Railroad ran alongside of those of Alessrs. Biiigham and Dock, and the passengers

' and mails and were quietly transferred to the latter, and they sooii proceeded on their way.

Trouble is anticipated at Dillerville. Traveilers , for the West are taking other routes during the

excitement.

An arrangement was finally made by which the Pl~iladelphia passenger station remained

, temporarily at the corner of Market, Schuylkill ' and 5th streets, in the building erected by

Messrs. I3ingham & Dock. I The following resolutions of the Canal : Conmissioners, dated Harrisburg, August 12,

were considered by ths ilirectors of the Penn- sylvania Company on August 25 :

Resolved, That until future arrangelnents are made with railroads companies connecting with the

' Philadelphia and Columbia Railroad, all drawbacks i on passengers carried over the said Philadelphia

a ~ i d Columbia Railroad, except on those conveyed by the West Chester Railroad Company, are hereby repealed.

I Resolved, That from and after the 1st of July last (the expiration of the late contract of the con-

, tractor with tlie Postofice Department) until other- , wise directed, the toll on United States mail con-

veyed over the Philadelphia and Columbia and Allegheny Portage Railroad shall be $250 per mile per annum, payable quarterly, by the collector of tolls at Philadelphia.

: Chief Engineer Miller made a report to the Directors September I , 1852, concerning his visit to Europe in the interest of the Company, that lie had found anlong the leading English capitalists an earnest desire to obtain inforina-

/ tion in nlatters connected with American rail- \ way securities. He had advertised the loan in ' London and Paris, and had distributed the cir- ! culars very extensively through France, Bel- 1 gium, Holland and Germany. H e thought I that the entire loan could be arranged for in , London at four per cent. He advised the use i of dollar bonds in preference to sterling pounds, I since they would be niore valuable in England

on account of the choice offered. of the two , markets. : The resignation of Herman Haupt, as Gen- j eral Superintendent of the road was presented i to the Board on September 15 and was ac-

cepted to take effect on the 1st of November, 1 1852.


L0,AN O F F I V E M I L L I O N D O L L A R S A U T H O R I Z E D .

The General Superinte!ldent was instructed 1 routes would have been a hopeless effort. With it

to furnisll First Class passenger cars for the we can present the best thorouglilare between the

accon~modation of Susquchanna travcl instead and 'lississippi. Under these circunlstances the only question that cars "len for lhat pur- Board felt that tllev llad to decide was ill \"hat

pose. manner the means could be best obtained to secure George 1Ci. Dallas, William hl. Meredith, the earliest practicable completion of the whole

and Thornas Bell were on Septelnber 15 road. A suspension of the work could not be appointecl additional counsel to act with the ' counsel of the Companv in the case before the ' The city of Philadelphia and the district of the

I Northern Liberties having made conditional sub- Suprellle Cotlrt in which the Pelmsylvania : scriptiolls alllounting to the of

Railroad Company asks for a writ of man- nlillion of dollars. which reqnired a further sum of danius against tlie Canal Commissioners to $283.0~0 to be subscribed OII the part o f individualu

them to allow tllis Conlpany to take , to 111ake it available. a call was tnade upon the

their cars over the State road from which i stockholders and citizens generally to aid in raising this amount. which was promptly and successfully

they have as they believe been unlawfully to, Tile tllus raised, added to driven by said Conmissioners. the large receipts from the business of the road

Bids for tlie $3,000,000 loan of the Pennsyl- and the proceeds of the n~unicipal subscription. vania Railroatl Compally \\,ere opened by tl1e j afforded relief from pressing denlands up011 the T~~~~~~~~ on september 1 ~ , at ten o~clock ill , Treasury, but fell far short o i the sun1 required to

meet the wants o f the Company and to insure the the lllOrtling, and 'pan by uninterrupted prosecution of the work that had been Directors it was founcl that the bid made by co l l ln~e~~ced . Charles Henry Fisher at $rope for the whole From the efforts n~acte by tne~nbers of the Board,

loan of $3,000,000 was tlie most advantageous to the Company, and it was accepted. It was ordered that interest on cqupons begin on payment of the first installment.

The pren~ium realized 011 the loan was. $&,OOO. I n speaking of this loan, the first I

loan obtained by the Company, President a

Thomson thus refers to the matter. It will be borne in mincl that the new Board took control of tlie affairs of the Company in February, 1852, and iilatle a changc in tlie policy b y

authorizing a loan of five millions of dollars to complete tlie road:

The Board, on entering upon t l ~ e perforlnat~ce ol their duties in February last, found that contracts for the cons t r~~c t ion of the road I d been made, \vhich. added to the anlount necessary to render the whole outlay productive, involved the expenditure of the furthcr sum of four nil lions of dollars, while the means available to meet the contracts entered into had become exhausted.

The policy \vhicli dictated the creation of these obligations was eminently judicious, and it is only to be regretted that the Co~npany had not boldly met the financial question involved a year earlier. Without the construction of the Nountain Divi- sion, for which they had been incurred, an equal competition for the trade of the West with other

and those who co-operated with t h e ~ n , t o raise the limited amount of stock required to effect the object already ~nentioned. they were cor~vinced of the utter l~opelessness of securing in time. by similar means. the sum necessary to meet the delllands upon the treasury. The period \\+en active exer- ti011 might have secured the accomplishment of the cherislied policy of the Company, had been suffered to pass.

\Vhile the Board was satisfied of the necessity of :tdopting, under the circumsta~~ces. the alterna- t i w of a loan, they declined to carry their views into effect witl~out the concurrence of the stockholtlers. This was accordingly asked, and resulted in receiving their sanction by a vote o i 134,680 to

754. A loan of five nill lions of dollars was authorized,

and the a ~ n o u n t (three n~i l l io~ls) required to cotn- plete a single-track road from Harrisburg to Pitts- burgh. including the outfit. ctc.. w:c\ disposed oi on f t\oraldc terllls t o partics \v l~ow cl~ar:~cter was a full guarantee to the C o m p a ~ y for their cum- pliance with their offer. under any and all c l ~ a ~ ~ g e s , in the fin;u~ciaI condition of the country. The carly conlpletion of the road was the great object desired by the Board. and t h i ~ Itas been secured beyond a contingency by the policy ;dopted and the arrangements made under it.

On September 21 tlie President was autlior- ized " to institute examinations into all such


T H E PENNSYLVANIA RAILROAD COh4P.4NY. 318

Western Railroad connections as are inviting The President and Secretary were on Octo- aid from the Pennsylvania Railroad Company I ber 13 authorized by the Directors to exe- in order to lay the information before the cute a mortgage for $5,000,000 to Jacob M. stockholders at the annual meeting for their i Thomas, S. Morris Waln and Sidney G. action as to the proper course for the Board Fisher in trust for the eventual liquidation of

I to adopt in the premises." I loans to that amount, $3,000,000 of wliich had

Autograph letter from James Buchanan, afterwards President of the United States, to Colonel Samuel C. Starnbaugh, returning pass, signed by J. Edgar Tholnson, President P. R. R. Co. Issued October, 1852.

The Chief Engineer was directed on Octb- already heen contracted and the balance of ber 13 to offer proposals for grading a double track on the whole line of the road not previously authorized " and suc11 portions of

'work as Inay be necessary secure this

$2,000,000 to be obtained. Winter freight rates to canal transporters

were on October 15 decided upon as follows:

The Pennsylvania Railroad Cornpany will carry are to be inlnlediatel~ under 1 over their road the cars o f the canal transporters

tract." 1 and their contents at the rates per mile charged


WESTERN nIVISION OPENED TO TRAFFIC. 319

to the Pennsylvania Railroad Company oti the i as the consent of the stockholders and the L ~ F - - Colun~bia Railroad (provided the ratcs are nut in- iSlatUre call lie olltailled thereto, to be paid in creased on the railroads oi this State on the car> ,

ant1 freight of the Pennsylvania Railroad Company such time a rd in such manner as shall be

:,,,d otller trarlsporters over state roads) ,vitll agreed upon between the companies hereafter. addition of the tax charged between Philadelohia Provitled, the Ohio and Indiana Railroad - by the co~~1111onwea1th of this State. This agree- Company \\-ill run their through trains in con- n~ent to coi~tinue in force durmg the suspe~ision of nection tile pennsylvania and tile Ollie canal navigation the ensuing winter.

I and Pennsylvania Railroad, and forming such

TIle cllief E~~~~~~ was aL1t~lorized on octo- tickets for through passengers and freight as ller 20 to cOlltract \\-itll R ~ ~ ~ ~ ~ , ~ b l , ~ t ~ alld , \\ill best pronlotc the interests of the Com- colnpany for t\\,ellty tllousand tolls of rails, at I panies forming this line from Chicago to Phil-

a price not exceeding fifty-seven dollars a ton. ' adelpllia-" ~~~~l~ dl of rails upon road had heen The Western Division of the Pennsylvania obtained from Reeves and Abbott, who agreed from Portage Viaduct tc-, fill the new colltract for fifty-sis dollars and llurgll, lVas coln~leted and opelled for traffic

a half a ton. December 10, 1852, " thus connectillg Phila-

An agreement was effected on October 27 delphia with Pittsburgh by one continuous \\,itl1 M ~ ~ ~ ~ ~ . ~ i ~ ~ l ~ ~ ~ & ~~~k to rull bag : bond of iron." The section, five miles long,

qage cars of the Penllsvlvania Railroad Corn- Conenlaugh to the Por tqe Viaduct was

pany over the Colunlbin. road. I opened in April, seventeen miles from Brin-

~ ~ ~ i ~ h ~ R ~ ~ ~ > were on Decenlber con- ton's to Radebaugh's in July, and the remain-

sidered and fixed as follo\vs: ing ten miles from Radebaugli's to Beatty's in I December. At the close of the year there were

First 'lass . . . - - - . - . 75 cents Per loo lbs- 1 eighty-six miles of continuous railroad upon Second Class . . . . . . . . 60 " Third Class . . . . . . . . . 50 " ,. ,' ,, ! the Western Division which had been placed ~ ~ , , ~ l , class . . . . . . . . .. . in service. The portion of the road originally

/ designated the Mountain Division, but sub- On December 22 the Directors resolved that, \ sequently to the \Vestern Division,

in their opinion, the completion of the Ohio , from Altoona thirty-one and one- and Indiana Railroad, and its ultimate ex- tenth miles to the Big Viaduct, was the only tension from its westcrn terminus at Fort remaining unfinislled, and this was Ivayne to Chicago, \\'odd not only secure to ~ d e r contract. Of the ten inclined planes, Philadelphia the shortest practicable route one (No. 1) \\raS by the extension of the from this great elltl'ellot of the conlmerce of , railroad to the rest of the Big Viaduct, and a large portion of the Northwestern States, t,o had been avoided by the construction of but also place it on the route of the sho*est the new Portage Railroad by the State, the practicable route from that city to New York. : locatioll of which can by refer- It was represented to the Board that a sub- ' ence to tile accompanying map. Rut the seven scription by Philadelphia of three hundred inclinetl planes which relnained continued to thousand dollars to this Company would in- obstruct the traffic until the constnldion of sure the immediate conipletiol~ of the road to this last link, referred to above. it was Fort \irayne, \vhere it would also meet the lloped be completed in the early fall of road that had already been commenced from , 1853 Logansport, Indiana, in a line with Peoria in At that date tile \JTestern Division corn- Illinois, and Eurlington in Iowa. menced at the junction of the Allegheny and

The Board agreetl'to make a subscription of Monongahela rivers at the city of Pittsburgh, six hundred shares to the capital stock of the , passing through the entire city by the way of Ohio and Indiana Railroad Company, " as soon , Liberty street, descending the valley and


T H E PENNSYLVANIA RAILROAD COMPANY. 320

crossing the table land upon w11ic11 East Lib- 1 the Conemaugh was reached, where rock cut- erty was situated. Proceeding thence it j ting to the depth of one hundred and ten feet crossed Turtle Creek m a r Brinton'q, and fol- was required. Through this spur the Portage lowing the valley of tliat stream, and eastward / Railroad passed by a tunnel. At the Big Via- through the valley of J:rush Creek, it reached ' duct the Pennsylvania zntl the Portage Rail- Barclay's Suoiniit, \\-here a tunnel four 11un- ' roads united, the new railroad being so located tlred ant1 fifty feet long carried the road 1 that a bridge codd be built adjoining that of

I through to tlie waters of the Sewickly. From the State when it should be necessary. Of this Earclay's Sunitnit the road followed an east- : wliole distance of eighty-six miles, sixty-two \\art1 course tlirough a country unparalled in ' niiles had been graded for a second track. in- I'en~isylvania for the necessities of the heavy ; cluding masonry, culverts and Ixitlges, and nork required. I n the fourteen miles east of , fourteen miles of double track and sidings hat1 Carclay's, one tunnel of six hundred and fifty 1 been laid before the end of the year. and another of three hundred feet were con- I The work between the Viaduct and Altoona structed. At Latrohe the Lovalhanna was / was also then progressing rapidly. The tun-

OPPICE OF DEPOSIT, DISCOUNT AND EXGH&N(S;'E.

Draft No. I, dated October 8th, 1852, on Bell, Johnsoti, Jack & Co., Hollidaysburg, Pcciiisyl- vania, for $45, signed by Thomas A. Scott. The first draft signed by Coloiiel Scott after assu~iiing duties of agent for the Pennsylvania Railroad Conipa~iy at Hollidaysburg. 1852.

crossed by a substantial double track stone 1 nel throng11 the summit was being driven Ijridge of three arches of forty-five feet span, through from both ends and from three shafts, built obliquely with the stream. From thence , two of which were over two hundred feet deep, to the Conemaugh tlirough the Pack Saddle, its length being 3,612 fcet. During Decem- heavy cuttings and enibatlknlents were encoun- I ber, 1852, daylight shone through tlie tunnel tered. Descending tlirough the gap at Boli- for the first time, the headings having been var, the road passed over Tub Hill Creek by ; joined together. Between the tunnel and tlie a stone bridge, and continued to Johnstown, , Portage \-iaduct tlie road crossed the Portage where the Conemaugh was crossed by an iron ' and Little Conemaugh Creek by bridges for bridge of five arches of seventy-five feet span, I tlie purpose of reducin.,: distance and saving raised upon piers and abutments of stone ' curvature. The heaviest work tliat remained masonry. From Jolinstown the road passed through the valley of the Little Conenlaugh,

to be done was a rock cutting, embankments and c~ilverts at Kittanning Point, now known

in close p r o u i n ~ i t ~ to the bed occupied by the 1 as the Horseshoe Curve. Chi every part of old Portage Railroad, until the Staple Bend of 1 the road from Jolinstown to Altoona gradua-


BITUMINOUS COAL USED FOR LOCOMOTIVES. 1852. 3"

tion, masonry and bridge superstructure were I eastern slope of the Allegheny mountain will re- being prepared for a dwble track. I quire further aid, and this will be furnished either ' by the engine wliicli has just brought the train to

in distancc ha; been valued at ten dollars, and of a 1 The favorable results obtained from the use of degree of curvature at fifty dollars, making fifty-two bituminous coal in the engines, and the abundant thousand eight hundred dollars for a mile, and i supply of this fuel along the whole extent of the eighteen thousand dollars lor a circle of curvature. Western Division, are most important and signifi- The rnaxiniun~ gradients are relieved in curves at cant facts. I have already mentioned that there is

111 calculating the d u e of the saving in c~matt t re , Etiwartl Miller. chief engineer, in

the road have 11ee11 already explained in former reports from this depar tn~e~~t , and little twed now be said in rerrard to them. The saving of a loot

PENNSYLVANIA R A I L R O A D SHOPS. Q

ALTOONA PA.1852-1892.

Altoona, or by a heavy bank-ellgine kept for the purpose. and ,,lyillg between poillt alld

used successfully during the year 1852, are of the greatest interest:

the rate of at least two-hundreths of a foot for each tlegrec of deflection up011 a c l~ord of one hundred feet. This lor a curve of nine hundred and fifty- tive feet radius would reduce our maximum gradient of fifty-two and eight-tenths feet per mile to forty- six feet and forty-six one-hundredths feet per mile. T11c above rules are of course empirical, but they contain the approximate results of experience.

his annoal report. calls attention to the fol- / summit.

lowing facts : / His remarks in regard to the use of bitumi- The character of the gradients and curvatures of nous coal, \\rllich been for the first time

a four feet coal vein in the Summit Tunnel. In the tunnel at Barclay's Sunimit there is another of 1 thirteen feet. and in the deep cuts on Sectioas 36 and 38 there is a veil1 of eight feet. Indeed. I may say on this point briefly, that good coal can be delivered at the stations for loo miles for seventy cents per ton, a t wliicli price it is cheaper thau wood delivered on the road gratis.

He also suggests tlie advisability of making / A lie_ into operatioll Ilp- esperiments in moving trains as follows: I on the resignation of Hcrman Haupt from the

From Altoona westward tlie power will have to be doubled, two engines taking the train which one

- position of general superilltendellt ~ ) ~ ~ ~ ~ , b ~ ~

has delivered at that point. Upon nine and a half I , 1852. The title of general superintendent

miles near Altoona the heavy gradient on the 1 was abolished. The following ap~ointmellts


THE PENNSYLVANIA RAILROAD COMPANY. 3"

\\.ere matk on that date: ~ e n i l a n J. Lombaert, suj)erintc.ntlent: George R. hlowry, first assistant superiritendent, in charge of maintenance of

ellgit~eer. According to the estimate submitted by the present chief engineer i t will fall some\vhat below that sun^." This was a nlost

way, and Enocli ~.ewis, second assistant, in I remarkable evidence of the uisdonl aud sagac- charge of motive power; Thomas A. Scott, 1 ity of John Edgar Tlionlson, the first chief third assistant, in charge of the western division engineer of the Pennsylvania Railroad Conl- and the .4lleghel1j Portage Railroad, illclucling / pany. operations at Pittslm-gh: A. L. Rounlfort, ' \'alual,le property had Ixen purchasetl in fourth assistant, in charge of organizing the , 1852 for depot purposes in F'ittslw-gli, ex- baggage systeni and other matters connected / tending from Ferguson street to Libert! with the transportation department: and G. C. ; street, and over half a mile in length. and tlie Franciscus, freight agent at Pittsburgh. This , construction of a round-house with forty-four organization was extended in 1854 by the ap- ' stalls had I~een partly ccmpletetl. Shops for pointnlent of Tlionlas Seabrook, fifth assistant the repair of cars and a convenient building superintendent, in charge of maintenance of for offices had also been commenced. During

I'El\X.YXLVAhTA RAJLROAD ENGINE No. 28.

h-\VtIE:El, I'ASSESGEIL LO('OJIOTl\'E BUILT BY UALDWIN LOCOMOTI\'E WORKS LV IS-<!.

way matters on the westeni division, dating this year a brick engine house had been built from the opening of tlie road over the nioun- at Conemaugh. tain February 15, 1854. Fifty-one locon~otives were in the service

Before the first of January, 1853, the stock- of tlie Company on the 1st of January, 1853, l i~ lders had paid on account of instalments on and orders had been given for the construc- 200.000 shares of stock allout nine a ~ t d three- tion of sixty n~ore-" sdiicient to 111ove daily quarter niillions of dollars. / one thousand tons eac!~ way betwcen Pliila-

In his report for tlie )ear 1852, tlie president 1 delpliia and Pittsburgh, exclusive of local calls attention to the fact that tlie " cost of tlie I freights east of tlie mountain." Twenty-ttiree whole road, when finished with two tracks, , wide cars adapted to tlie road from Dillerville will not exceed the orlgiiial estimate of the 2 west, and thirty-nine narrow cars, adapted to


PURCHASE O F THE POWELTON ESTATE. 323

use 011 the State roads, together with twenty- six eight-wheel emigrant cars, five hundred and eighty-six box burden cars with eight wheels, o ~ i c hundred box burden cars with four \vhecls, one hunclred and seventy-four stock cars with eight wheels, and thirty-three open trucks with eight wheels completed the equipment.

During tlie year 1852, $162,000 was paid into the Treasury of the State for tolls on the Columbia and Portage Railroads, aggregating one hundred and seven niiles, "more than all of tlie other through transporters between

of July, 1860. Notwithstanding tliis purchase, tlie Board determined to place their main freight depot, east of the Schuylkill river, in tlie city of Pl~iladelphia, ant1 a building lot on the south side of Markct street, bet\reen Juni- per and Thirteenth, now occupied by the stores of John Wanan~aker, was selected, and work was begun late in tlie fall of 1552. "The difference betwee11 the cost of drayage to \Irest Pliiladelpliia, and the couveFance of freight in cars to the same point, was bound to be (on a busincss that we shall a t once command), more than sufficient to pay the interest on

PENNST1,VANIA RAILROAD ENGIXE No. 43.

Pliilatlelphia and Pittsburgh had paid for the whole main line, four hundred niiles in length."

The purchase of tlie Powelton estate in \Vest Philadelphia for gcneral depot purposes was consutnniated in 185r, but the act giving the Company tlie right to purchase it was ve- toed by the Governor. Finally, however, an act niotlified to conform to the Governor's wishes was passed by \vhich thirty acres of the ninety- three purcliasetl could be lield by the Com- pany, the remaining sixty-three to he lield by the purchasers under agreement to convey to the Conlpany at any time previous to the first

the cost of tlie property purchased, without taking into consideration tlie convenience of tlie customers of tlie road, in their daily transactions with the freight office."

The .41ncricnrr Rai11-od Jorlr-rlnl in reviewing the operations for tlie year 1852 called attention to tlie fact that "The result of every month's a d year's vperation of tliis line proves that it is continually gro\ving in public favor as an avenue of intercourse I>etwcen tlie west and tlie east, ant1 justifies the helief that it will eventually become one of the most SUC-

cessful improven~ents in the country."


THE PENNSYLVANIA RAILROAD COMPANY. 3'4

PENNSYLVASU RAIL-RQAD. \VITH ITS COh%ECTING LINES.

PENNSYLVANIA RAIL-ROAD PnOI

PHILADELPHIA TO PITTSBURGH. CCEVBLAND. COLUMBUS. CIRClNNATI CLYTOH. MASSILLON AND WM)STER.

Circular letter advertisement, passenger and freight rates, Philadelphia to Pittsburgh and Western points, December 15, 1852.


AGREEMENT M.4DE W I T H BINGHAM .\ND DOCK. 325

\\'hen the year 1853 opened the outlook ior tlie l'enniylvania Railroad was most prom- ising. The receipts for 1852 11ad increased 121

1wr cent. over 1851 and business in all lines was satisfactory.

The erection of the RIarket Street depot was conlnlrncecl in January on the lot boandecl by Market street on tlie ~?orth, r3th street on the east, Iielly street on the south and Juniper street on tlie west.

The Nor-tl; Atmricarl commenting on the plans states that " the new depot will be very creditable in its architectural appearance and of a capacity antl exte:~t exceeding any in the U. S."

At the special meeting of the Board held January 5 , 1853, it was decided that on and after Monday, the gd day of January, 1853. the rate of fare on passengers conveyed over the Philadelphia antl Columbia Railroad should l x fixed at two and a half cents a mile.

The President read a conlmunication fro111 the Canal Commissioners relative to the decision of the Supreme Court denying the right of the Company under their charter to do any part of the business oi transportation over the improvements of the cotimionwealth, in which it was stated :

So far as this decision relates to your freight, the Canal Board. while believing in the soundness oi the opinion of the court. feel no disposition to interfere with your use oi the State works as heretofore, subject to their rules and regulatior~s.

Not regarding your road as a rival to the State works. we have been, and are now. willing to make any arrangenient wit11 regard to freights wl~icli may operate to tlie mutual advantage of the c o ~ i ~ ~ i ~ o ~ i w e a l t l ~ ancl your coliipany.

The letter was signed hy John A. Gamble, President.

At the same meeting the iollowing preamble and resolution were unanimously adopted:

\Vl~ereas, It has been represented to ~ i ~ e ~ i i b e r s of 111c City Councils that this Board is ini~i~ical to a sul,scriptio~~ on the part of tlie city of Philadel- phia to the S U N B U R Y Pr E R I E R-XILROAD, and as the Board, while they entertain different views, do not wish to be considered as interfering with a

subject with which they have no direct interest, pet to avoid niisapprehension, be it

Resolved, That this Board view the-speedy con- stru&ion of the SUNBURY & E K I E R.XILKO.4D as of vast itnportance to this city and to the State of Pennsylvania, and that they will use their individual exertions to secure so desirable an object.

The Board on January 31, 1853, decided upon a hill to be presented to the Legislature authorizing the C'on~par:y to st~bscribe to the stock of other roads not in the State to the amount of fifteen per cent of the capital stock of the Pennsylvania Kzilroad Company, and also to increase the capital stock of that Com- pany by $~,CQO,CQO, with authority to rnn their cars over all connecting railroads, ancl to give authority to the City Railroad to lay tracks from the Sc l~u~lk i l l bridge to 13th and High (Market) streets.

The Legislature of Pennsylvania had just approved a contract lxtncen the C':unal Corn- nlissioners and Messrs. Uingllan~ & Dock, for three years, containing a clause \\-hich for the time confirmed the right of the Pennsylvania Railroad Company to run their cars over the Columbia Railroad and over other connecting or continuous lines. At the same meeting tlie President called attention to these facts, and stated verbally that Governor Pligler had, through Mr. Yeager, Pwsiclent of the Harris- burg antl Lancaster Railroad Company, requested. an interview wit11 him, and had suggested that " ii an arratlgement coulll be made wit11 Eingham & Dock it would I x very tlesirable that sttch should be done." After " two interviews with Binghanl & Dock, the following hasis for an agreement, subject to the sanction of the Iloard of Directors, was determined upon ":

First.-The Pennsylvania Railroad Co~npany pur- chases one-half the rolling stock and passenger cars belonging to Bingha~n and Dock. at cost.

Second.-The Pennsylvania Railroad C o n i p a ~ ~ y will accept on one-l~ali the total a ~iiortgage on the property at corner of Scliuylkill, jt11 and Higli streets.

Third.-The Pennsylvania Railroad Company to have the entire and exclusive control of the line. the appointnwnt of all officers, &c., without any interference from Binghan~ and Dock.


T H E PENNSYLVANIA RAILROAD COhlPANY. 326

Fourtli.-Bingham and Dock to have one-hall the profits by transporting passengers and the mail Iwtween Philadelphia. Dillersvillc. and Columbia alter deducting all expenses.

The President was authorized to ratify the above arrangement \\it11 Bingl~am (e Dock, " so soon as the proper armngen~ents can he niatie and until legislative enactment can be obtained, permitting our passenger, inail antl freight trains to run o v c ~ the railroads of the Common\vealth." Under the terms of this act tlie Pennsylvania Railroad Company pur- cltasetl olw-half of the stock in tlie passenger

model of the Susquehanna viaduct was received on February 13, 1853, antl the Secre- tary was directed to acki~owledge the receipt thereof.

A hill repealing the Railway Gauge law in Pennsylvania was passetl in the I-Iouse by a majority of 54, on April I , 1853; the same I d 1 having passed the Senate a few days previously.

This repeal left tlie question of gauge to be decided by the various Coinpanies.

The purchase of a lot in Altoona upon which to erect a liotel for the accomniotlation of pas-

Bridge over the Susquehanna, s i s miles west of Harrisburg. 18j.3.

cars upon that road, c.hich were run under the contract referred to, which was to remain in force until August 16, 1856.

The returns of the votes cast at the election of Directors were read on February 9, 1853. J. Edgar Thomson 1% as unanin~ously reelected I'resident, and J. R. Tyson was chosen Solicitor. The resignation of Edward Rliller was read and referred to tlie President for action.

X medal awarded hy the \Vorld's Fair. held in London tluring the previous year, for tlie

sengers met with the approval of tlie Board April 13, and on May 1 1 the deed was tle- livered.

At the meeting held April 20, 1853, the i:oartl proceeded to tlie election of a Cl?icf Engineer, to fill the vacancy occasioned by the resignation of hlr. Miller. Mr. Spangler nominated Hemian Haupt as Chief Engineer: this being the only nomination made, the President appointed tellers, " \\711o, upon casting up tlic wtes polled. declared that Herman Haupt had icceived the whole number of votes cast,


THE WHEELING BRIDGE CONTROVERSY. 327

slid \vas therefore unallinlously elected Chief I Street to Filbert, if it can be had at a price that

E11gi11eer." I they may think fair, for the interest of the Company.

Herman Haupt, having complete(1 his en- gagenwits in tlie south, at once returned to the service of the I'ennsylvat~ia Railroad Company, and shortly after tlie engineer department was reorgan~zrtl. Personal direction of the conlpletion of the Su~nmit Tunnel was then assumed by h[r. Haupt, assisted by Thomas W. Seabrook. Many difficulties liad to be overcome, on account of the water which issued from tlie middle shaft at tlie rate of 175 gallons per minute.

The principal t l i~~~ensions of the tunnel then were as follo\vs: Length, 3,612 feet, width 24 feet, height 22 feet above grade, or 21 i feet above the rails; distance below the summit of the mountain 202.7 feet, depth of eastern sliaft 149.8 feet, of middle sl~aft 195.7 feet, of western shaft 184.4 feet; sections of tirst shafts 6 by 10 feet, of new sliaft 8 by 13 feet; depth of new shaft 194.1 feet.

Ed~iiund Smith was appointed principal assistant engineer upon the reorgani7ation of the engineer tlepartmcnt in April, and began his new duties by supervising the erection of tlie two depots and other buildings in Phila- delphia. To his charge were also assigned all tlie accounts of the engineer department. During the summer and fall of 1853 he perfected tlie plans for tlie erection of thc machine shops at Wcst Pliilatlelpliia, and the passenger and freight stations on Market street.

Tlie committee on the purchase of property in High street below ~ z t h , on April 22, reported that they liad " purchased tlie lot for $40,000, subject to a ground rent of $266 per annum. They have a l s tlie refusal of five other lots for $30,000 each, and it being necessary to close with the parties at once," they reconimendetl tlie following resolutions which were adopted :

Resolved, That tlie Co~nmittee on Property be authorized to purchase the five lots as reported at $30.000 each.

Resolved, That the Committee be authorized to purchase the property on the northeast corner of 12th and High streets, and from tlience along 12th

At the nest meeting on May 20, 1853, after some remarks by tlie President concerning the election of a Vice-President from the Board of Directors, William B. Foster, Jr., was chosen.

The contracts, su1)tnitted by Mr. Lombaert to the Eoard at the meeting on May 2j. 1853, for cars and loconiotives amounting to $548..345, to be conlpleted on Novemher I , 1853, was approved.

At the same meeting, Edmund Smith, assistant engineer, subn~itted to the Board a statement of tlie amoullti already paid for tlie construction of tlie freight depot at 13th and High (Market) streets, amounting to $24,056.- 41, with an estimate that the total cost of the Imiltling with a single track laid on tlie eastern side \\mnltl be $28,000.

Tlie purchase of a lot near the Arsenal at Philadelphia for $30,000 was on June 8 authorized.

At a special meeting of the Board on July 9, 1853, $500 was appropriated for a Library and Reading Room at Altoona.

Early in 1853 the bridge across the Ohio river at Wheeling was completed, which on account of tlie low spans \\as an impediment to navigation.

The Anlcrican Railroad Jurlrrral of September 17, 1853, under tlie caption " iirheeling Bridge Controversy " thus discusses the situation:

Wheeling built a handsome suspension bridge, made purposely low to prevent large steamers passing up to Pittsburgh, thereby making Wheeling the head of navigation.

Pittsburgh, in the name of tlie State of Penn- sylvania, applied to the Supreme Court of the United States to tear down the bridge. The Su- preme Court, after much deliberation, decided that the bridge must go up higher (20 feet) or come down, as it is a nuisance. Wheeling people induced Congress to declare their bridge a post route just as it stands.

"Will the Supreme Court order the nuisance to be abated in spite of Congress? " " That remains to be seen."

The distance between the rival commercial cities of- Wheeling and Pittsburgh is 95 miles.


T H E P E N N S Y L V A N I A R A I L R O A D COMPANY. 328

Pittsburgh s o controlled the legislation o f Penn- 1 The A~tlcricat~ Railroad Jotirrtal of October sylvania that the B. Rc. 0. Railroad could not get / 1, 1853, contains the follo\jring statement the right of way through the State without submit- :

ing that the construction of two inclined planes ting to btlrdensome conditions.

So after mL,cll Ilr.gotiation the Colnpany con- on the Mountain Division was under consider- i structed the road o v c ~ and through the mountains 1 ation at that time: of Northern Virginia.

T h e Central Pennsylvania Railroad Company are The Directors at a meeting on September 28, rapidly pushing the surveys of a new road from

1853, resol\~e~l that. in their opinion, " the Bal- N t o o n a t o the sumnlit of the .4ilegheny hioun-

tiinore and ( )hie Railroad, the Pennsylvania tains, about 12 miles in length. intended for the transportation of freight. By adopting two in-

Central Railroad, the New York Central, the clined planes. they secure this route an ~ e w ~ o r k and Erie, and the H ~ d s o n River I fo r their burden trains, and preserve their road.

Railroad Colnpanies are all eminently first 1 ' now uearly completed, exclusively for rapid transit

PEhTX3IZVM'IA RAILROAD ENGINE No. 57.

& W H E E L I'ASSEN(:ER LO(:O.\IOTIVE BUILT BY NORRIS LOCO3lO'l'IVE WORKS 1 K 1653.

Cylinders 16 iucltea Diantrter by 24 tuches Stroke. 1)rirerrt W inchcu D1;tutetrr. Inm Tires. Gmte Area, 14.2 Squnre Feet. Totnl Heating Snrhcr, iS7.4 Sqiltlre Feet.

I Weight ilk work in^ Ortler. ;i!).(Uc) Ponnds. Wrigltt on Drivers in \fTorking OrJer, U~,WO Ptmnrls. Welgbt ou Truck lit n ' o rk i~~g Order, 1'3,tMl I'oundu.

class mail routes in the meaning of the acts of Congress on the subject." They thereupon entered into a joint agreetnent for "carrying the mails and the Payment therefor by the Government."

In the course of this Year the new portage railroad was constructed to the foot of Plane

41 by which l'lanes No- 2 and No. 3 \yere avoided.'

of passengers. T h e new route will be placed under contract

At a meeting of the Board on October 12,

1853, the property at the southeast corner of 12th and Filbert streets' being offered for sale for $5,500 the matter was referred to the Real Estate Comnlittee.

During the following month it was agreed to buy four and a half acres of ground at

Plane No. I had been dispensed with in the s ~ r i n a of 1852. That Dart of the road which

Altoona for a station and hotel. Notices of the election of Messrs. Derby-

. - avoided Plane No. 4 was built in 1854, and those sections renderiug Planes Nos. 5, 6 and 7 unnecessary were constructed in 1855-56.

' Now occupied by the terminal station o f the Philadelphia and Reading Railroad.


L O C O M O T I V E S C O N T R A C T E D FOR W I T H V A R I O U S MANUFACTURERS. 329

shire, Howell and William R. Thompson, dated November 30, as members of the Board of Directors, was laid before the Board at their meeting 011 December 3, 1853. At the same meeting Hennail Haupt, General Superin- tendent, stated that he expected to pass an engine through the tunnel on the Mountain Division on the 15th of January, 1854, and to run regular trains throligh it by February I , 1854-

At the meeting of the Board on December 6, Superintendent Lonlbaert submitted a prop-

April. These propositions were referred to the Finance Committee, and afterwards accepted.

At the same meeting, telegrams and letters were read telling of " a conspiracy in ~ i t t & burgh in reference to the suits entered against this Company for passing small notes contrary to the laws of Pennsylvania." I t is stated in the minutes that " writs to arrest the persecutors were issued."

The President in his report to the Board on December 12, 1853, in regard to the legislation clesired by the Company at the next ses-

Cylinders 16 inches Dlnn~eter by 20 iuchem Stroke. Drivers 66 f l lchr~ L)iameter, Iron Tires. Grate hren, 16..7 Equnre Feet. Totai Heating Surfnce. 1M1.4 Squnre Feet.

osition for the purchase of six engines from Smith and Perkins at !&,goo each; and another from Richard Norris and Son to deliver three engines at @,ooo each in December, 1853, three to be delivered in January at !&,ooo each, a id two engines, not to cost more than $ro,ooo, to be delivered in January. Also a bid from M. W. Baldwin for two engines at $9,400 each, to be delivered in December, four engines (2 with eight wheels) at !&,400 each, to be delivered in January, four engines, at $9,400 each, to be delivered in h,Iarch, and two engines, at $9,400 each, to be delivered in

Weight iu Workiup Order, No Rec'ord. Weight ou Drivers 111 Working Order. 30 Record. \\eight on Trod; iu \\'orklng Order. h o Record.

sion of the Legislature, made the following statements:

The Board having desired me to report what legislation the Company will require from the ensuing Legislature, I will state that there is no legislation that is essential t o the prosperity of the Com- pany needed. I t is very important, however, t o the trade of Philadelphia, and the influence which the Pennsylvania Railroad Con~pany will exert upon the prosperity of the country it traverses, that the tax on its tonnage should be removed o r reduced.

I t is also important that the right of the State to purchase our road at the expiration o l twenty years from the time of its completion, should be rescinded.



This privilege is of no value to the State, as she will never avail herself of it, but it is of material consequence to the stockl~olders. as it lessens its value in the eyes of those who are familiar with the provisions of the Company's charter, while many have purchased without knowledge of any suc11 condition. I t is a question whether the Company has xlot rendered itself liable to censure for not referring to this condition on the face of the certificate of stock issued.

We also desire the passage of an act closing the Pennsylvania Canal, south of Liberty Street, in the city of Pittsburgh. The Conlpany now owns the whole of the property on each side of the canal, and are the only parties interested in property that will be affected by the change desired.

It is important to us as affording a means of reducing the gradient in Liberty Street to 50 feet per mile instead of 70, as at present.

If the Board deem it essential that you should at all times be provided with stock sufficient to meet the convertible loan sold, we sl~ould either increase our capital one additional million or obtain a reply to that portion of our charter which con- fines our efforts to one-half of the capital actually paid in.

There does not appear to me to be any additional legislation desired except what may becon~e necessary or expedient from the position we may be placed in in relation to public works, by the pro- ceedings of the two Houses this winter.

At the meeting of tlie Board Deceniber 21, 1853, the Road Committee made a report and presented a plan of organization for the Legal Department, to embrace the district froni Al- toona to Pittsburgh. This organization went into effect January 4, 1854.

The Legislature, at the session of 1852, gave the Conipany authority to hold through a trustee during a period of five years the remaining sixty-three acres of the Powelton estate in West Philatlelphia, and the Girard Life and Trust Company was selected as the trustee. The rnatter was duly arranged during the year 1853. When the sale of the portion of land west of the Columbia Railroad was agreed upon, Mr. Thomson stated that-

It has been suggested that this property, in connection with a portion of the Bingham estate, would afford the most advantaegous site that could be secured in the vicinity of the city for a PUBLIC PARK. No other point seems to possess equal attractions, and although the Board feel confident

that they can realize a larger sum by retailing it as proposed than from sllch a disposition of t l ~ c property, they are yet disposed to throw out the suggestion for the consideration of the authorities of the consolidated city.

This was one of tlie first steps taken in connection with the project wliicli finally cul- tiiinated in tlie establislinient of Fairniount Park, to tlie great glory of the city of Pliila- delphia.

During 1853, as has been stated, ground was secured for a passenger station on the north side of Market street, between Eieventli and Twelfth streets, but tlie accommodations for receiving and forwarding freight at Pitts- burgh remained temporary.

The improven~ents at tlie freight station at Thirteenth and Market streets had been so far conipleted by the 1st of April, 1853, that a portion of the building was occupied by tlie transportation department on that clay. Sicl- ings to tlie extent of 8,300 feet had been constructed by tlie Company during 1853 upon the Poweltoii tract in West Philadelphia, and temporary arrangenients liad been made by which the passenger depot owned by the Phil- adelphia, Wilmington and Baltimore Railroad Company at the southeast corner of Eleventh and Market streets could be used for passenger purposes.

The anticipation that the tunnel at the sunl- niit of the Allegheny mountains at Galitzin would be conipleted during the fall of 1853 was not realized. Unexpected delays occurred, and tlie " extraordinary demand for laborers, and the diminished product of their daily services (a uniforni consequence of any sudden increase in the rate of wages)," materially delayed the completion of tlie work and added to its cost. The contractors were conipelled to obtain men from the seaboard, who, " in order to prevent delay, were carried at the expense of the Conipany."

During the year 18j3 the average amount of material removed froni the Summit Tunnel was about 2,800 cubic yards per month, which was increased to 4,500 yards per month near the close of the year. The whole cost of tlie


JOURNEY FROM PHILADELPHIA T O HOLLIDAYSBURG, 1853. 331

tnnnel amounted to about k50,ooo or $125 per lineal foot.

During the year 1853 $214,000 had been paid for the use of the Portage Railroad, an anlount nearly sufficient to meet the interest on the cost of that part of the road, including the expense of working it.

In directing attention to the remarkable ac- curacy with which the ,~riginal estimates were made by John Edgar Thomson, Herman Haupt in his report for 1853 (dated January 25, 1854,). makes the following statement:.

It must be a source of much gratification to the stockholders that, notwithstanding the necessity of forcing the work at a period of unusually high prices, and by using night labor on some of the heaviest sections. the original estimate of the Chief Engineer very nearly covers the expenses, a fact which is very remarkable w11e11 the character ol the work and -difficulties of construction are considered. On the Eastern Division the coincidence is unusual; the first estimate was $4.ogg,ooo, and there have been expended $4,05o,ooo, but several small espenditures in graduation, charged to double track. will about consunle the difference.

The first estimate, including only the Eastern and Western Divisions. was as follows: Eastern Division, from Harrisburg to Al-

toona, including the Hollidaysburg Branch and exclusive of interest. ...... $4,095,882

Western Division, including Blairsville Branch ............................... 2,942,805

Original estimate cost .. :. ............. .$7,038,68; Actual cost ............................. 7,500,000

At the close of the year the total amount received from stockholders in payment of capital stock had reached the sum of $I 1,228~020, the receipts from loans being $5,084,948. of which $14,360,637.64 had been expended for construction and interest; $1,300,000 having been invested in subscriptions 'to stock of various western railroads as follows:

Ohio and Pennsylvania Railroad.. ....... $15o,ooo Ohio and Indiana Railroad ............. 300,000 hlarysville and Big Sandy Railroad.. .... roo.ooo Marietta and Cincinnati Railroad. ....... 650.000 Springfield and hlt. Vernon Railroad.. .. 100,000

$1,30%m

It will - be noticed that the $159 ,m sub-

scribed to the stock of the Ohio and Penn- sylvania Railroad which was authorized by the stockholders in 1852, i~ not included in this amount, as it had not been claimed by that company, and it was uot intended that it should he, except for the proposctl bridge over the Allegheny river at Pittsburgh.

The total receipts from all sources during the year 1853 were $2,775,000, of which $1,-

~OO,OOO was from freight and $1,125,000 from pzssengers, including emigrants. The total expenses were $1,674,000, leaving a net profit ot $1,100,000.

The.iollowing description of a journey from Philadelphia to Hoilitlaysburg in 1853 appeared in The Pictorial Sketch-Book of Penn- sylvania pu1,lished by Eli Cowen in that year under the title of Locomotive Sketches with i'en and Pencil. It will be read \\-it11 great Interest. and especially by those whose mem- cries of similar journeys cause them to appre- ciate the advance made in the methods of rail\vay nianagement during the last half century :

1 I for One Seat

t 4 e % r % Agent.

Receipt lor 35 cents lor one seat from Perryville to hlillersto\vn, G. D. Thomas, Agent. Issued August 17th. 1853. This receipt system was in vogue belore printed tickets were used.

>

We have a long journey before us-three hundred and sixty-three miles. But we have an iron horse and his fiery breath never lails. The first ride of o w journey is confined to the widest street in Phil- adelphia, and to a railroad constructed at is expense. Messrs. Bingham and Dock, lorwarding merchants, have leased the railroad belonging to the State; have erected a handson~e depot at the corner of Scl~uylltill 5th and Market Stre'ets. Pas- sengers for Colun~bia, &c., take the cars here.


THE P E N N S Y L V A N I A

W e next pass &he City Gas Works, situated on the Schuylkill. They are the most complete in their structure and arrangemerit of any similar estab- lishment in the country. They were commenced in 1835, wit11 some doubt as to the practicability of the undertaking, in an economical view.

.4 few yards from the Gas Works we pass over the hlarket Street Bridge, one of the finest and no st substanti:~l structures in the United States. One side of it is appropriated to the exclusive use of the railroad, and has a double track laid down npon it. All the freight and passenger cars passing over the railroad are hauled to and from the city by horses. for which purpose a large number are employed. T h e other side of the bridge is used

R A I L R O A D COMPANY. 332

a charge is made in addition to the road toll. This road was anlong the earliest completed in the country, having been opened in April, 1834, and

cost $3,983,302. Eagle Hotel (seventeen miles from Philadelphia)

is chiefly remarkable a s being one of the oldest inns in the State. The turnpike from Lancaster to Phil- adelphia, sixty-two miles in length, was commenced in 1792, and tinislled two years aiterwarils a t a cost of nearly $p~,ooo. I t is probably the first ilnprovelnent of the kind ever c o n ~ n ~ e n c e d in the United States.

The Conestoga is connected a t Safe Harbor with the Tide Water Canal, situated on the opposite side of the Susquehanna. The boats are towed across the

Tyrone.

ior the passage of horses and vehicles, while, for ioot passengers. there is an outside walk, from which a fine view of the Schnylkill is obtained.

The Columbia Railroad comnlences at the Mar- ket Street Bridge, in Philadelphia, and pursues a western course. by Downington and Lancaster, to Columbia on the Susquehanna river, where it con- nects with the Eastern Divisiotl of the Pennsylvania State Canal. Formerly it had two illclined planes, one at Philadelphia and the other at Colun~bia; but both have been avoided by laying down new tracks with but slight gradients, the highest not exceeding thirty-five feet to the mile. T h e motive power on this road, as also on the Allegheny Port- age Railroad, is furnished by the State, for which

river by a steamboat. I t is at tllis plane that the splendid rolling lnills and furnace of Xlessrs. Reeves, Abbott & Co. are located. These works were erected a few years a g o a t a probable cost of two hundred thousand dollars. Large beds of iron ore surround thetn. and the site is in all respects admirable for an establishlnent of this cllaracter. Most o i the iron used 011 the Central Rail- road was n~anufactured at this place. and we venture nothing in saying that in all the essentials consti- tuting a perfect rail, a more complete one never was h i d down in the United States.

One mile northwest of Lancaster the State Rail- way intersects that of the Lancaster and Harris- burg line, thirty-six miles in length. The former


R A I L W A Y S T A T I O N S B E T W E E N H A R R I S B U R G A N D A L T O O N A , 1853. 333

extends to Columbia, ten miles distant. Columbia is one of the most attractive and flourishing places in the State. delightfully situated 011 the Susque- hanna river. I t is in the midst of public improvement radiating in e r ry direction. The Pennsyl- vania Canal comnlences here. following the valley of the Susquehanna to Northumberland, where it branches into two divisions, following respectively the north and west branches of that river.

Opposite hlifflin the railroad company has erected several large buildings, including the hotel, which is. in our opinion, one of the finest establisll- tnents of the kind in the United States; at the same time that it is estremely plain in its internal structure and cost comparatively a trifling amount.

The railroad company, in the construction ol. all its numerous buildings, has given a practical ex- position of the laws of good taste and architecture as founded on economical principles. There is not one oi its buildings, even the little watering stations, that does not rise iar superior, in the spirit of design, t o any on the route. And the force of our remarks will be appreciated when the above hotel is compared with other establishments char- nctcristic of the country. I t was erected with direct reference to the taste, cornfort and entertainment of the traveler, points which are too often over- looked by railway conlpanies when constructing their line of improvement. They too often sup-

Lewistown Station. 1853.

pose that nothing more is espected of them beyond the mere transportation of the " flesh and blood," with the accompanyillg bag and baggage. N o matter what inconveniences the weary traveller is ex- posed to, it is n o affair of theirs; it is not " found in the bond." This, however, is not the spirit that actuates the Pennsylvania Railroad Company. The Patterson House. named in compliment to a former president, is one that will tempt the traveller frorn the fatigues of his journey, and, being tempted, will obtain a hold upon the affections of the " in'ard

man." The table is sun~ptuous, the dining-room spacious and cool, the servants black a s c lwcoal and polite as a Penl~sylvania sun can make then~ . The proprietor, whoever he is, is evidently a learned man in his useful profession, and seems to act upon the lines of old Goldstnith-

Who'er has travelled life's dull road, Wllere'er his journeying may have been;

Must sigh to think he still hath found, The war~nest welcome at an inn.

This hotel is 1j6 miles from Philadelphia and 207 miles from Pittsburgh. I t is elevated 430 feet above the tide-water, while the altitude of the surrounding mountains will average about 700 feet.

In the rear of the Patterson House are situated the worksl~ops and engine-house o f the railroad for the eastern section.

The buildings are of brick, put up in the most substantial manner. with due regard to ornament. Whatever repairs of the running nlacllinery of the road may be necessary from time to time will be attended to here.

Passing the unimportant station of Tipton's Run, Fastoria. Bells' Mill and Blair Fynace , we arrive at the intersection of the branch and main line o f the railway a t Altoona.

Altoona (238 miles from Philadelphia, 125 from Pittsburgh, a level of 1.168 feet above tide-water) will ultin~ately become one uf the most important places of this route.

,\nd it is a source of satisfaction to perceive that there is plenty of room, and that admirably situated, for a large and flourishing town. The surrounding country being the rich slope of the Alle- gheny, is highly cultivable, and one needs the indnstrious farming population to clothe it in the lively colors of growing crops. Altoona contains the machine shops and engine-houses for the western section of the road, and the llands employed in them, together with the agents of the road stationed here, will be quite suficient to people a village of more than ordinary pretensions. The railroad company has already erected several handsome buildings, besides the machine shops referred to (which will soon be enlarged to twice their present capacity), and after the piece oi road overcoming the mountain is finished, a large and splendid hotel will be added. with numerous other buildings for private residences. If lots can be purchased, we know of no place along the line where money could be invested with a safer pros- pect of future profit.

Six nliles further, following the brar1c11 road, we reach the foot of the Allegheny monutain, our steam liorse bringing us directly in front of a spacious and showy hotel very properly called the


THE P E N N S Y L V A N I A R A I L R O A D COhlPANl- . 3 34

Mountain House. Hollidaysburg, the termination of the Eastern Division of the Pennsylvania Canal, lies about one mile south of us. I t is a very busy place. sutldenly called into existence and principally supported by the trade of the canal, and contains a popiilatior~ of about twenty-five hundred. I t is otl~erwise without interest, and will probably lose some of the trade it now enjoys after this portion oi the road is avoided the Central Railroad.

The branch road extends from Altoona six miles to Hollidaysburg, where it meets the Allegl~eny Portage road, already n~entioned as crossing the mountains by means of inclined planes aud sta- licmary 'steam enginea. The Itlain Branch of the Ccrltral Wailruad, between Altuona on the eas t eh , and a point a few tniles f r o ~ n Concn~augh station on the western slope of the mountain, is still in an unfinished state, but will probably be ready for use in the course of the next ensuing eight n~onths. This road boldly c l i~nbs the n~ountain without the

most pron~inent characteristics, may not prove uninteresting in this place. I t is, without doubt, all things considered, the most complete, the most substantial, the most interesting railroad itnprove- ment yet constructed in the United States. I t was conln~ericed in 1847, and will be completed throughout, with single track arid siding. ill the ensuing year. I t extends from Harrisburg to Pittsburgh, connecting the Ohio river with the capital of the State, and by means of the railroad already finished on the east, with Philadelpl~ia, the second city in point of population on the Western Continent and first in the national resources of the country tribu- tary to it. The lengt l~ of the Pennsylvania Rail- road is two l~undred and forty-eigl~t miles. of which bout two hundred and twelve miles are now in successful operation, while the whole of the remaining portion is under contract and rapidly advancing towards completion. The route of this road, although it intersects in its course all of the mountain ranges of the State, is highly favorable. The Allegheny ~nountain is the only one not severed

Iron bridge below the Canemaugh Viaduct. 1Sj3.

Conemaugh Station. 1853.

assistance of i n s l i ~ ~ c d planes. T h e ascent is accoln- plished in twclve and a half miles by a n ~ a s i m u n ~ gradient o i eighty-four and a half feet on straight l i ~ ~ e s , reduced. on curvature. according to their diameter, to seventy-five feet upon those of mini- munl radii. T o reduce the elevation to be overcome from the foot to the summit of the mountain, a tunr~el I ~ a s been drive11 t l~ rough it at the I~ighest elevation of the road, whicl~ is over eleven hundred yards in lengtl~. The elevation of this t u n ~ ~ e l above tide-watcr is nearly t\venty-two hundred feet. The wl~ole distance across the m o u ~ ~ t a i n from Altoona to Cone~naugh station is about thirty-five ~niles, o r about the same distance as the present Portage Railroad with its ten inclined planes.

A brief description of this road, o r SOIIIC of its

to its base by either the Susqi~channa,, Juniata o r i Conen~augh rivers, the valleys of which are fol- ! lowed by the railroad through the great gateways j nature has opened for its accomn~odation. The : distance from Harrisburg to Altoona, at the foot

of the eastern slope of the rnour~tain, is one hun- I dred and thirty-one miles. and the ascent overcome 1 is eight hundred and fifty-eight feet. The steepest 1 ascending gradient OII this part of the road passing ! eastwardly is ten and a half feet per mile, ant1 west- / wartlly twenty-one feet per mile. From Altoona t o i Pittsl~urgh the steepest gradient is fiity-two and 1 c i g l ~ t - t e ~ ~ t h s feet per n~ile. wit11 the exception of / nearly twelve miles of the eastern slope of the / ~ n o u n t a i ~ ~ already referred to. \\.here a n ~ a x i ~ n u n ~ 1 gradient of eighty-four and a half feet on straight / lines, reduced to seventy-five feet by curvatures, is i encountered, upon which extra l o c o ~ ~ ~ o t i v e power


11 I L L E R S T O W N O N T H E JUNIATA, 1853. 335

may be employed, locomotive stations being located on both sides of the mountain, a t Altoona and Conemaugl~, near Jol~nstown.

The Pennsylvania Railroad is graded for a double track in all the tunnels. rock cuttings and much of the cart11 work: the masonry in ali cases is constructed for :c double track. Thirty-nine miles of the mountain division, and thirty-four immediately east of it, it is proposed to lay with a double track at once, and on all the rest of the line there will be sidings cvery five miles. Tlie superstructure is of the niost substantial cllaracter. The cross-ties are of white oak, eight by eight inches. eight and a half feet I O I I ~ , placed two and a half feet apart; are embedded in ballasts of broken stone, twenty inches in depth. This is one of the finest features of the

imported fro111 England. One-half of the accidents occurring on railroads are to be attributed to the inferior quality and the lightness of the railroad iron. The buildings and bridges ' we have also observed before arc of the niost improved, eIegant, and substantial cl~aracter, and the exa~nple afforded by our illustratior~s will a1)undantly establisl~ their superiority over structures of the same class on other railroad lines. 111 the words of the Ethiopian song:

W e have t r a \d l ed East ;ind we have travelled West, And we have been to Alabama;

but in all our travels we never saw a more complete, systematic and interesting railroad line than this, the pride of the Keystone State.

Millersto\vn. on

road, for while it gives it a solid arid su1)stantial hasis, it prevents the acc~umulatio~r o i dust, so :in- noying to passengers on other railroads with which we are acquainted. Indeed, summer tr:~velling on some of the roads, by reason of the dust, is rendered a source, not of pleasure, 1)ot of downright suffering and fatigue. Anotller splendid feature whicl~ has already been alluded to in connection wit11 the Safe Harbor and Phomisville Rai1ro:td l l i l ls is the he;~vy and sul)stantial character of the railroad iron. The rails weigh sisty-four pounds to the yard, except on the steep grades of the Alle- gheny ~nountains. where their weight is increased to sevcnty-sis pounds to the yard. These rails are of American manufacture, and no one need to be told of their great superiority over sin~ilar iron

the Juniata. 1853.

\Vltile very little has been espended in onnec- cssary orrlalllcllt. 11') espensc has I~een spared wl~ich was rt.c111ired secure a sul~stantial cscellence. From A l t o o ~ ~ a to Pittsburgh one h u ~ ~ d r c d and sev- entee11 ~niles, there arc only two w o o d e ~ ~ bridges, each of about one hundred feet span. all the others being constructed of iron.

The foregoing description sho\vs very clearly that it was the policy of the nlanagen~ent from the very beginning to merit the approval of the travelling pilblic by maintaining a high standard of excellence in the construction and equipnlent of the Pennsylvania Railroad.


THE PENNSYLVANIA RAILROAD COMPANY. 3 36

1854. The financial depression which began to be

felt throughout the cumtry in the previous year became so serious during 1854 that every unfinished line of public improvement was affected by it. The l'ennsylvania Railroad Company was no exception, and found difficulty in selling the bonds of the Com- pany in order to complete the second track antl stations. Tt was tletern~ined to prosecute the work with reduced forces rather than sacrifice the securities by selling them below par and thus incur a large floating debt. " Un- der these circumstances sound policy enjoined retrenchment, and instead of laboring for the early completion of the second track. attention was directed to a reduction of expenses to the lowest limit practicable." By pursuing this course the Pennsylvania Railroad suffered n~uch less than any similar enterprise, and business advanced steadily without interruption. As an evidence uf the confidence in the Pennsylvania Railroad's securities many of the contractors for labor and material accepted without hesitancy all tlie stock and bonds of the company at cash prices, rather than sus- pend operations. Anlong these was Riessrs. Lyon, Shorb & Co., wlm agreed to furnish all tlie iron required for bridges on this basis, while J. Irvin, of Bellefonte, made a similar arrangement in regard to iron rails.

The use of the electric telegraph 11ac1 proved to be such an advantage in railway operation that a Special Committee of the Board had been appointed in 1553 to investigate the merits of the various systems. At the first meeting- of the year, on January 4, the Com- mittee reported that " from what they could learn," the Morse system was best adapted to the needs of the Company. They recommended the erection 1;y the Conlpany of a line from Altoona to Pitlsburgli, and that temporary arrangements be made with the esist- ing " A4orse Line " for their telegraph between l'hiladelphia and Altoona, antl " for the use of their patent right between Altoona and Pitts- burgh, reserving the decision on the question

as to which system shall be permanently used." The Committee was directed to carry out this arrangement.

At the same meeting the whole work on the C\-estern Division was transferred to the supervision of Thomas \\'. Seabrook, owing to the resignation of William \Y. Wright, who had accepted the appointment of Chief Engineer on the hlemphis and Charleston Railroad on the first of January, 1554.

U~lder the newly organized legal department William A. Stokes was appointed on January 4 sdicitor of the district extending from Altoona to Pittsburgh. The en~ployment of an assistant at Pittsburgh was also authorized, " said assistant to be nominated and approved by this Board hefore entering upon his duties."

The President presented to the Board on January 18, a form of bond for an additional loan of $1,000,000 of the $2,000,000 remaining ulisold from the loan of $5,000,000 authorized in 1852.

The tunnel through the summit of the Alle- gheny mountains was completed January 21.

I t was 3,612 feet long, 2,685 feet being arched and walled with 7,700 perches of cut stone and 5,4m perches of brick masonry. For a distance of 927 feet the tunnel was cut through solid rock, where arching was unnecessary. Eight feet of the arch on each side was built 3f cut stone, 23.5 inches thick, resting on abutments of rock range ~ w r k of the same thick- ness: the crown consisted of five courses of hard Imrnt brick, the whole laid in hydraulic zement. The height ahove grade was twenty- hree feet, the greatest elevation, at the west end 3i the tunnel, being 2,161 feet above the tide. The grades ascending the eastern slope begin it Altoona, and in a distance of twelve miles to he west end of the tunnel the elevation over- :ome was 993 feet, or 82.75 feet a mile. The :ost was &5o,ooo, or at the rate of nearly 67 a yard.

The difficulties of previous years in con- lucting the business of the Pennsylvania Rail- .oad Company over the Philadelphia antl Co- umbia Railroad continued t o increase, and luring the early part of the year 1854 the


THE LXNCASTER, LEB.4NON -4ND PINE G R O V E RAILROAD. 337

friction became so great that it was determined, i f possible, to obtain a new connection and outlet for the trade from Philadel- phia. r2t the annual meeting held Fel~ruary sixth, the following resolution, submitted by Morton hkMichael, was adopted:

It'hereas, The increasing trade and travel over the Pennsylvania Railroad will, in the opiniotl of this meeting, require additional facilities for its speedy transnlission to and from this city;

And Whereas. The capacity of the State Road will not be sufficient to acconlmodate it when a

' The passage of the above resolution was urged by hIessrs. h~IcMichae1, Cresson, Wick- ersham, Thomson and Magee.

Edward A. penhiman having asked for the authority of the Company to subscribe to the stock of the road, Mr. Foster replied by reading that portion of the Charter of the Lan- caster, Lebanon and I'ine Grove Company, givillg the authority.

3lr. h4agee stated that while he regretted the necessity of building the road, he considered

k'ENSST1,VAXIA ILAILROAD E S G I X E So. 1M.

double track is laid on the Pennsylvania Railroad, that the action of the Canal Board had ren- it therefore becomes necessary t o look to some j cleretl sucll a nccessar!,. other additional channel. I

The resolution was zdopted with but one And IVhereas, The authority given in the charter

granted to the Lancaster. Lebanon and Pine Grove ' (lissenting voice' Railroad Colnpany for the constructiot~ of such a : This di~lonlatic move I)y the stockholders r;iilroad will, if carried into effect. accomplish so had the desired effect upon the taspayers desirable a result: therefore, , throughout the State, who were t ell aware

Reaol\ctl. That the Board o f D~rectors o f the tilat if tile I)Llsiness of tile I~ennsyl~~allia Rail- Penllsylvatlia Railr0ac1 Company I'e and they are ; road Company should be withtlrawn from the hereby anthorized to subscribe in the name of this I

I Philatlelphia and Colun~bia line, great loss Company for ten thousand shares of fifty dollars I each of the capital stock of the Lancaster, Lebanon 1 ' 'oL~'~

piIle c ; ~ ~ ~ ~ ~ ~ i l ~ ~ ~ d colnpany upon such 1 The entire line from Harrisburg to Pitts- terms and conditions as they may deem proper. I burgh was opened on the 15th of February,


T H E PENNSYLVANIA RAILROAD COIIPANY. 338

avoiding twentyeight miles of the Portage Railroad. The rapid work of completing this portion of the road was referred to by Presi- dent Thonlson in his next annual report, as follows :

The increased speed upon the New York and Baltimore lines at the close ol the previous year made it essential that we should also reduce the time occupied in passing over our route or we should lose the spring travel. T o accornplisl~ this in season it was necessary to bring that portion of our road across the Alleghenies into use before it was entirely completed. The objects secured by this premature opening lully justified the increased cost and inconvenience of finishing the work, due to the frequent interruptions to the forces employed by the nunleruos trains traversing the road. The unfinished work consisted 01 the removal oi slides from side cnttings that had occurred to a considerable extent from some of the high embanknients, together with the arching 01 the tunnel under tlie sun~mit of the mountain, the roo1 ol which had been previously made safe by supporting it with heavy timbers.

Four-spike chair for " H " rail, Mountain Division, Pennsylvania Railroad. 18%.

Herman J. Lombaert, Superintendent, in his annual report for 1854 said:

On the rgtli of February, 18.54, the Mountain Division of the road was opened lor general business, thus l~r ing i l~g the entire line 01 the Pennsyl- vania Railroad into use. The working 01 this Division, particularly the high gradient, lias been attended with results much more satislactory than were generally anticipated, the trains passing over it with as grcat regularity as upon other parts o f the road.

By the opening of the Mountain Division the entire line of the Pennsylvania Railroad was brought into use. The road then consisted of a single track two hundred and thirty-seven miles long, from Harrisburg to Pittsburgh, but

on the portion one hundred and thirty-one miles long, between Harrisburg and Altoona, only thirty and three-quarters miles of second track had been. laid, leaving over one hundred miles yet to be completed to make it a double track road between these points. Five and a half miles of sidings had been laid during the year at stations and elsewhere. In Altoona yard about four miles of sidings had been laid. Be- t\:.een Altoona and Johnsto\vn the double track was made continuous during the year 1854. With the exception of a few long sidings there was no second track between Jolmstown and Pittsburgh.

As stated by an able writer' " The completion of the road from Harrisburg to Pitts- burgh added a powerful impulse to the development of the resources of the State of Penn- sylvania, and perfected that grand scheme by which almost a century previous the inhabitants of the nletropolis sought to secure the trade of the west."

Early in hlarch a third through train was added to the schedule leaving Philadelphia at I o'clock in the afternoon and reaching Pitts- l>urgh in thirteen hours. The midnight train from Philaclelphia reached Pittsburgh in fifteen hours, and the 7:30 morning train, which made local stops at all stations, consumed seventeen hours in the trip. Three trains also passed over the road from the west, but in consequence of the cmdition of the south track of the State Railroad, the time between Lancaster and Philadelphia was considerably increased. At that time a local train between Blairsville awl Pittsburgl~ was run, arriving at the latter place early in the morning, and leaving it at the close of the day. A " passenger car in connection with a coal train " was also run every morning from Pittsburgh to Turtle Creek, a distance of ten miles, retmn- ing in the evening. The beginning of local rnffic on the Western Division was thus inaugurated by a car attacl~ecl to a coal train.

President Tl~on~son, in his annnal report, explained the reasons why the through trains

' Hisfo~y of Pt.~rwylncz~tin, by Dr. W . H. Egle, I 883.


P R O P O S E D SALE O F T H E MAIN LINE, STATE WORKS. 3 39

were run at such a high rate of speed as follows:

The speed of our passenger trains is greater than we originally intended or trcle economy would seem to justify, if it was not necessary to meet con~petition with rival roads and make up for the time lost in transferring passengers from New York to our station in Pl~iladelpl~ia.

111 the meeting on the first of February the construction of a bridge at Pittsburgh was discussed, and consideration was given to the resolution of the Councils of Pittsburgh in regard to the Ohio and Indiana Railroad bridge. The subject was laid over for future action.

The Uoard on February 17 declared by resolution that " it was contrary to the wishes of the stockholders to run a Sunday morning train," and a motion to continue the running of this train mas lost.

At the meeting of tlie Directors on March 8 the following preamble and resolution was offered by Mr. Derbyshire:

Whereas. I n order more effectually to guard against accidents on the part of employees of this Company from the habit of drinking alcoholic. spirituous, vinous or malted liquors as a beverage (if there be any who now do so drink),

Resolved, That it sl~all be the duty of the Super- intendent of this Conlpany to notify and forbid all persons occupying the premises o r property belonging to the Pennsylvania Railroad Company from keeping or selling such liquors, and, further. that it sllall be the duty of said Superintendent to see that this resolution be faithfully complied with.

Resolved, That the Superintendent be required to report to the Board of Directors upon the expediency of refusing all trains stopping at any public house or at other places where spirituous, vinous or n~alted liquors are sold or kept as a beverage. .

At Mr. Derbyshire's request the resolution was referred to the Road Committee.

At the meeting of the Directors held March 23, the Vice-President addressed the Board to the effect that a strong disposition existed 2t Harrisburg in favor of the sale of the puh- !ic works. H e advised that the Company purchase them, and believed that in this event the three mill tax would be taken off, and other advantages gained, but unless the purchase was made by this Company, he thought

there was no hope for the removal of the tax. After a lengthy discussion by the Board, the following resolution was adopted :

Resolved, That the President and Vice-President be authorized to take such measures in relation to the bill before the Legislature for the sale of the main line of the State works as they may think best for the interests of the Company.

The Directors on April 19 called upon the Superintendent for a statement of receipts and expenditures connected with the rnnning of Sunday trains during :he year ending March I , 1854.

A special meeting of the Eoard was called for April 25 for the purpose of considering the hill recently passed by the Legislature for the sale of the main line of the public works.' .4 letter addressed to the President was read from Mr. Roberts, Chairman of the Commit- tee on Ways and Means, asking what action this Company intended to take in the premises. A lengthy letter, prepared by the Presi- dent, in reply to the colnmunication from Mr. Roberts, was read, " and held under protracted discussion, all the members of the Board taking a part in the debate."

The following resolution was unanimously adopted :

Resolved, That the Board of Directors cannot recommend to the stockholders the purchase of the main line of the State works under the provisions of the bill recently enacted for the sale of the State works.

At the meeting of the Board held May 3, the President was requested to prepare a document to be read at the next nleeting of the

' The Legislature of Pennsylvania, by act approved April 27, 18% directed the Governor to invite sealed proposals for the purchase of the main line of the State works. The nlinimum price was tixed at ten ndlions of dollars. By the terms of the act the purchasers were authorized to establish a corporati011 to be known as the-Keystone Rail- road and Canal Company. The privilege of building an extension of the railroad from the western terminus of the Philadelphia and Colun~bia Rail- road to Pittsburgh was granted to the purchasers wit11 the hope of encouraging the construction of a new line to rival the Pennsylvania Central route.


T H E P E N N S Y L V A N I A RAILROAD COMP.-\NY. 340

stockholders setting forth the reasons of the Company for declining to purchase the State \vorlis.

The Arrrcric-arr Railroad Jc~n~rrnl of ~ ; i ly I, 1854 made the following statement of the es- pense involved in the construction and support of the State works:

The State has now contracted a debt of $Jo.ooo,ooo and expended, as has been publicly stated. $100,- m.ooo in the construction and operation of her public works. The State is now seeking a purchaser for her main line of public works at the sum of $~o.ooo,ooo. These works are represented in the State reports to have cost $16,500.000. although this does not include the vast sums sacrificed by the State on their account and not represented in the first cost.

Mr. William B. Foster was elected Vice- President by the Eoard on May rg.

The passenger station at Eleventh and Market streets was fully completed May 20

mdkr the direction of Edmund Smith, who also had charge of erecting the depot at Thir- teenth and Market streets. The latter, when completed in the nest !ear, was the largest city station in the United States, covering an area of 93,000 square leet. In it was a cast- iron turntable designed by Mr. Smith, which the chief engineer stated was " a ver;: creditable piece of mechanism," \vhich cost but little and worked admirably.

At a meeting of the 13oard held on June 28 it was resolved that the President be authorized to dispose of $r ,ooo,m of second mortgage bonds.

At the same meeting a resolution of con- dolence was offered on the death of .Alfred L. Smith, Chief Clerk of the Freight Depart- ment.

The old buildings at Thirteenth and Market streets, Philaclelphia, were altered in the spring of 1854, and were first used as freight offices on July 5.

In the early part of September it was decided to put the conductors in charge of emigrant trains on the same footing as those assigned to first-class trains.

On September 6 a contract was made by

the President with the Manhattan Gas Com- pany for 30,000 tons of gas coal.

On the same date the President made a report coticerning the purchase of the Denny property in Pittsburgh.

During Septenlber George W. Fernon was appointed by the \'ice-President Chief Clerk of the Freight Departnlent, and S. G. Lewis was appointed Auditor's Clerk.

On October tile first a letter was received iron1 the Canal Commissioners, dated Septenl- her 30, asking the Company to furnish motive power and haul over its road the freight of through transporters hetween Pittsburgh and Johnstown. The President was instructed to charge the Commissioners local rates on goods of through transporters until a more definite arrangement was made.

Letters were also submitted from W. A. Stokes and A. S. Bell, solicitors, in reference to the purchase of property for a freight depot at Pittsburgh.

A draft of an agreement het\veen the Canal Commissioners and this Company for the use of a portion of the new railroad between the south-fork of Conenlaugh and Johnstown was read and approved at the meeting of October 18, and at the same meeting F. C. Arms was appointed arbiter for the Pennsylvania Road to adjust the rates to be paid to the Harrisburg and Lancaster Railroad.

The Telegraph Committee reported to the Board on November I tiiat the line had been constructed from Altoona to Pittsburgh at a cost of $10,5()5.')r, and \vzs then in operatiorl.

1x1 accordance with a resolution passed Oc- tober 4, the payment of three hundred shares of stock for the Patterson house at Mifflin was authorized.

The Coard on November 29 instructed the Ckneral Freight Agent ax1 the General Ticket Agent " to report imnlediatelg any changes made in freight or passenger rates, giving the reasons therefor."

The deed of the property No. 17 North Twelfth Street, Philadelphia, was presented to the Board on December 13, and filed.

During the year the work on the Duquesne


GRATIFYING INCREASE IN BUSINESS DURING 1854. 341

freight station at Pittsburgh was actively proceeded with and nearly completed, but was delayed by the prevalence of the cholera. This depot was 664 feet long ant1 I ro feet wide, " under one roof, without intermediate support." It had a double track railroad es- tending tlie whole length and a platform for drays on each side of the railroad, and under- neath the whole building was a cellar. The western wing of the machine shop at the outer depot at Pittsburgh was completed in November.

The second track from Harrisburg to Rock- ville, about five and one-eighth miles long, was put in operation, and during the autumn the second track was laid from mile-post No. 42: scven miles to blifflin. The new passenger station and warehouse at I-Tollidaysburg was also conipletecl during the year, and the south track on the eastern slope of the mountain was laid with heavy U rail weighing seventy-four pounds to the yard.

The work west of the Sunlrnit Tunnel was then under the charge of Nrilliam W. Wright. engineer. Mr. Wright states that " tlie western slope was finished on the first of December. 1854, and ready for the cars at that time": and that " the heavy and expensive sloping of some of the deep cuts delayed for two or tliree months the conlpletion of this work."

The grading of the Blairsville Branch was completed during the year.

Engineer Thomas W. Seabrook, in charge of the Western Division during 1854, made the following statement concerning the rails for- nished by various manufacturers:

A considerable quantity of iron has given out and been replaced; that from the Safe Harbor Works wears the best; the Danville iron latninates, and that Iroin Brady's Bend, owing to the head of

other parts of the road. All our worst curves are now secured by hall chairs, and are double-spiked.

During the years 1854-55 the loop from the summit of Plane No. 9 northward and westward toward the new portage tunnel south of Galitzin \;.as constructed, and Planes Nos. 6, 7 and 8 were then avoided.

An interesting comparative statement of traffic between Philadelphia and Pittsbnrgh for twelve days in hiIarch, 1854, appeared in the Philadelphia Lrcigcr in April. I t was said that 9,816,916 pounds of merchandise were transported by the Pennsylvania Railroad during tli& period, while the Ohio and Pennsylvania Company carried only 1,896,775 pounds over the State works.

In addition to this, the Ledger stated that-

hIessrs. Harris and Leech shipped during the same time 1 .9~0 tons of goods, making the aggregate by canal and railroad 7,777 tons, o r 15.553,691 pounds of through freight to Pitssburgh in twelve days, or a fraction of over 6,tg tons per day. The Pennsylvania Railroad Company shipped westward from the 6th to the 18th 622 tons of local freight. This swells the amount which passed over the Phil- adelphia and Columbia Railroad to more than 703 tons per day.

During this year the whole number of passengers carried was equivalent to 157,000 passing over the whole length of the road, being an increase of 25,864 or nearly twenty lter cent over the previous year. The passenger earnings increased from $1,07o,ooo to $ 1 , 2 9 3 , ~ . After deducting tolls paid to other roads, whicli amounted to $235.000, the net passenger earnings were $I ,058,ooo. The earnings from freight during this year were $2,027,000, being an increase of $520,000 over tlie previous year. Of this amount $383,000 was paid for tolls 011 connecting routes.

This condition of affairs was equally gratifying to the management and to the stockholders

I the rail not being properly welded to the shank, in many cases caps and has to be removed. Where j of the Company. the Brady's Bend iron is perfectly welded it wears I better than eitber the Sale Harbor or D a n d l e iron. / 1855. Half a mile of track of Phcenixville iron? weighing

I During the year 1855 three events occurred, 74 pounds to the yard, laid with wrought iron splices, is most perfect piece of road we ha,.e; each of which had an important influence upon

there is not an imoerfect bar in the whole of it, 1 the prosperity of the Pennsylvania Raikoad and the cost of repairs has not been half that on 1 Company.


T H E P E N N S Y L V A N I A R A I L R O A D COMPANY. 341

First.-Thc Legislature passed a law re- moving tlie tonr~age tax of three mills a ton from coal antl Ilrt~~bn-, " wllich, without this exemption, woulcl have remained in the mines antl forests."

Second.-In pursuance of an act of Assem- bly, the main line of the Pe~msylvania State works was offered for sale in July.

Third.-The transporting companies, after several conferences with the Canal Commis- sioners and the officers of the Pennsylvania Railroad Company, sold their cars and other equipn~ent to the latter company and withdrew froni business. This action was sanctioned by

Board on January 15, the following resolutions deploring his death were unanimously adopted:

Whereas. The Board of Directors of the Penn- sylvania Railroad Co~npany having learned with profound regret the decease o l their late Treasurer, George Vaux Bacon, it is deemed proper that some espession should be made upon the excellent worth of one who was so long antl intimately connected with thern.

Al thougl~ death is the inevitable lot of all mankind, its mysterious and solemn visitation is always attended with painful obligations. The sudden and onexpected death of Mr. Bacon in tlle tneridian of his years, in apparently good health, affords us an exanlple of the uncertainty of all hurnan efforts. I t also furnishes us with abundant proof of the

the Canal Comn~issio~~ers, \vho expressed their belief that tlie withdrawal of this business from ' the main line \vould not decrease tlie net revenues of tlie State.

The principal transporters at that time were : Harris and Leech, and Lewis and Rutler, ivho ,

.accepted $I IO.OOO for their rolling stock. The first Treasurer of the Conipany, George I

Vaux Bacon, died January 10: He had been 1 in the senrice of the Company for nearly eight

I years, serving under Presidents Merrick, Pat- I

terson and Thomson. At a meeting of the 1

fickle teuure of our csistence here and of the neres- sity o i looking over the 1,oundaries of time for a final resting place.

Mr. Bacon was a n o s t invaluable officer. H e was elected Treasurer on the organization of the Con~pany by the first Board of Directors, and continued in the discharge of these duties for nearly eight years and until the day of his death. H e filled the of ice with singular ability, and was eminently qualified to discharge the arduous d h e s \vhich devolved upon him. H e was industrious and indefatigable in his labors. H e combined firmness with urbanity, which made hi111 highly serviceable to the Conlpany and agreeable to all others who


P R O P O S I T I O N T O P U R C H A S E T H E S T A T E W O R K S , 1855. 343

had transactions with him. The integrity o l his purposes and thc purity of his intentions gave to him the unlimited confidence of tlie Board, and imparted to him a high character in his intercourse with the world and in all the relations of life. I t is therefore unaniinouslp

Resolved, That the Board deeply deplores this sudden and unexpected death of George Vaus Bacon, late Trcasurer of this Cot~ip;it~y, with his sterling integrity and enlitlent qualifications of great moral wortli that made him a most able officer, and the loss of whose services are seriously felt by this Conlpany.

Resolved, That this Board deeply sympathizes with his bereaved lamily in tlie great loss they have sustxined. Although words cannot measure nor modify thc extent o l their affliction, it is con- soling to express the beliel that he died in peace with God, and in good-will t o all mankind.

Resolved. That this preamble and the accompanying resolutions be recorded in the minutes. and that a copy of the same be sent to the family of the deceased.

Immediately after Mr. Bacon's death, Wil- !iam 13. Foster was appointed temporary treasurer, and the Finance Committee \;as directed to present a suitable nomination for pema- nent treasurer. At the meeting of the Board on January 15 the name of Thomas T. Firth, Secretary of the Company, was presented by the Committee. and he was unanimously chosen Treasurer, Edmund Smith being elected to succeed Mr. Firth as Secretary. President Thomson, in announcing Mr. Smith's election, spoke of him " as a gentle- man who entered the engineer department of tlie Company in 1847. and continued to discharge the various responsible duties of that department, until transferred to his present position. with much satisfaction to the Board and to his superior officers."

James Cresson was promoted to the position of Assistant Treasurer at the same meeting.

At the annual meeting of the stockholders, February 7, eight directors were elected. John Edgar Thomson . was unanimously chosen President. Mr. Lorimer tendered his resignation as director from Allegheny county, and Thomas Scott was elected to fill the vacancy. At this meeting a committee was

appointed to confer with tlie Harrisburg and Lancaster Railroad in regard to proposed legislation relating tb the sale of the main line of the ptblic works.

A communication liaving been received from the Postoffice Departineut requesting the Road " to designate an officer as agent of the Company to receive payuients " from the LTnited States, the Secretary ~ 7 a s directed, April r r . to prepare " the necessary certificate authorizing tlie President to receive all money from the Postoffice Department."

On the second of May the act incorporating the Pennsylvania Railroad Conlpany, was anlei~ded by authorizing the Board to increase the capital stock of the Company to an amount not exceeding 40.000 shares, and providing that the annual election of the Board of Directors should be held between l o A. M. and 6 P. M. on the first Monday in March of each year. The annual meeting of the stockholders was to be held on the first Monday in February. as heretofore.

A plan of organization for a legal department, which should have in charge all legal matters arising on that portion of the road east of Blair county, was approved by the Board on May 23.

For several years it had been evident to those acquainted with the transportation business that freight could iiot be carried over the main line of the State works in competition with the continuous railroad \vhich the Fenn- sylvania Railroad Company had conipleted. Hence tlie State \\!as conipelled to rely upon the Pennsylvania Railroad Conlpany to retain the trade of the \Vestern States within her borders. In discussing the decadence of the State canals,' President Thoinson said :

W e would be glad if we could present a different picture of the Main Line, which in days past has done so much for the prosperity of the State. but it must he admitted that its receipts a s a whole, never paid the expenditures that have been incurred lor it, and never can under the nlost rigid system of econ-

' Fur a lurther discussion of this qnestion the reader is referred to the chapter entitled " The New Portage Railroad."


T H E PENNSYLVANIA RAILROAD COMPANY.

omy, in consequence of the superiority of its rivals. Year after year has witnessed the transfer of the profits of the productive to the ~uaintenance of the unproductive portions of the line, leaving the State without any net revenue from it. But for the construction of the Pennsylvania Railroad the Colum-

caster Railroad, shall become inoperative, null and void; and the right of the comnionwealtl~ to elite; upon, resume and purchase tlie railroad of said con~pany as provided for in their charter shall therealter cease and deterniine."

bia Railroad itself, the profits O F which have here- TIle pur&asers \+rere given power to lease tofore sustained the hlain Line. would have been or buy ~ ~ ~ ~ i ~ b ~ ~ ~ bncaster ~ ~ i l - an unprofitable work. This i s a plain statement of

road or construct a railroad from tlie western

I I

facts, the truth of which we have no doubt will he fully admitted by the Canal Commissioners themselves, altl~ough the failure of the Main Line as a productive work seems to be attributed, in their report, to the Pennsylvania Railroad Company rather than to the discovery and introduction of cheaper agents of transportation.

Admitting, however. that their position is cor- rect, should not the people of this Commonwealtl~ rejoice that means have been discovered by which the trade of the State could be preserved, $7.500,000. of the State debt provided for, and an annual in- come of $375.000 secured to tlte public treasury to meet the interest on this debt until paid, instead of an annual loss as heretofore, together with the probabilities of further expenditures in fruitless efforts to retain a trade which can only be preserved on the Main Line by annual appropriatons from the treasury?

By the terms of the act approved May 8, 1855, the Governor was directed, within ten days after signing tlie bill, to cause the main line of the public works to he advertised for public sale at the Merchants' Exchange in Philadelphia. I t was also provided that any existing railroad or canal company might, with tlie consent of the stockliolders, become purchasers of tlie niain line of the public works " for any sum not less than seven niillions five hundred tliousands of dollars."

tern~inus of the Philadelphia and Columbia Railroad to the Allegheny Portage, and were required, besides operating, keeping in repair, etc., to re-lay within 12 months, the south track of the Columbia line with a heavy rail.

T o quote the wortls of the act. " The powers and privileges usually conferred upon railroad companies are guaranteed to tlie purchasers, and the faith of the State is pledged to grant sucli additional legislation as may be necessary to carry out in good faith tlie spirit of the Act." It was required that all moneys derived from tlie sale should be paid into tlie sinking fund for the redemption or payment of interest on the State debt. Should no sale, liowever, take place, it was niade the duty of the Governor to invite proposals for the private purchase or lease of the works.

In accordance with previous notice, the main line of public works was offered for sale on July 25: there was no bidder however, even at $~,~oo,ooo, the minimum price fixed by the Legislature.

On June 2 the Treasurer was directed to pay an installment, amounting to $4,327.73, I

! : on a subscription niade by the Conipany to

the stock of the Lancaster, Lebanon & Pine Ry the terms of the second section of this

Grove Railroad. act it was provided that " If the Pennsylvania / Railroad Company 1,econie the purchasers of I

At the Board meeting June 6 Herman I Haupt offered to give his services as engineer said main line, they shall pay i n addition to the

purchase money the sun1 of one million of dol- i without compensation, except for actual time I employed. This offer was accepted, to take lars, to be paid and secured as provided in , i effect on July I. reference to tlie other purchase money, with I

like interests until paid; and thereupon after At the same meeting a was

the transfer to them of the said works pursuant adopted antllorizing the President proceed i to this act, so much of the act incorporating to Europe for the Purpose of disl)osing of

said company as requires the payment of t a r second mortgage bonds; also a res~lution to upon tonnage passi1ig over their road, and over j tlie effect that it was considered inexpedient the road of the Harrisburg, Mt. Joy and Lan- 1 to submit a bid for the purchase of tlie Public


A RAILROAD TO THE DELAWARE RIVER URGED. 345

Works under the act of the General Assem- i to a letter on the subject of repairs to the bly, passed May 8, 1855.

About the middle of June, Messrs. Leech &I Company were appointed agents of the Pennsylvania Railroad for soliciting freight east of Philadelphia and west of Pittsburgh.

I t was decided on August 23 to adopt the Morse system of telegraph bet\veen Altoona and Pittsburgh, and on September 19 the extension of the telegraph line to Philadelphia was authorized.

The work of arching and grading the tunnel at the summit of the mountain, together with other work on the Mountain Division, was con~pleted during June, and the road was considered as finished. Fifty-one miles had been double-tracked east of ,4ltoona, and eighty-five miles west of that point, making a total of 136 miles of double track between Harrisburg and Pittsburgh, ancl leaving eighty miles east of the mountain and thirty- one miles west of that point, I I I miles in all,

State Railroad tracks leading to the Dock Street wharves :

T O T H E SELECT AND COMMON COUN- CILS O F T H E CITY OF PHILA-

DELPHIA.

Gentlemen.-To transport over the city a large and illcreasing amount of burdens arriving lrom the West over the Pennsylvania Railroad Company, greater facilities than we now have are indispen- sable.

The capacity of our rolling stock is already limited by inadequate facilities ior the transn~ission of freight over the city. a considerable share of which is destined for markets east of Philadelphia. T o transact this business with economy, and what is n~uch more important at this time. with dispatch. it is essential that we shall be given connections with the Delaware River. Thc road now leading to the Delaware front is so much out of repair that it is difficult to use it. and must, with the heavy business that should bc done on it during thc nest four months, if not repaired, become impassable. We are sensible that there exists great diversity of opinion as to maintaining railroad tracks permanently along Third and Dock Streets. But with this ques- operated as a single track. tion we do not wish to interfere, beyond the es -

The Real Estate Committee was directed on pression of our decided opinion that, until September 5 to l~urchase the remaining prop- repairs be provided, the maintenance in full effi- erties, not already owned by the Company, on , ciency of the present tracks is essential to the trade the east side of Twelfth Street, bet\veen hlarket 1 of the city and greatly promotive of the success of

and ~ i l b ~ ~ . on septernller I 3 lot N ~ . , the P e ~ ~ n s ~ l v a n i a Railroad, in the stock of which , the city is so largely interested. North Twelfth Street was acquired. We therefore respectfully ask the attention of the

The Vice-president was directed by the ' city authorities to the condition of the road in Eoard, September 19, to attend a meeting to questiot~. and suggest the propriety of such action be held in N ~ , , , york ci ty on septenlber 25, 1 as will place it in repair at the earliest practicable

nion~ent. If it sliould not be convenient for the for the purpose of considering matters relating I city io make these repairs, this Company would " emigrant and subjects 1 agree to make them and maintain the road until

mutual interest to the railroads represented." ; the summer of 1857, receiving compensation from

On the same dav a communication was re- I the tolls wliicli would accrue from this business:

ceived from H. H. Houston, General Freight Agent, stating that the Philadelphia, Wilm- ington ancl Baltimore Railroad in connection with the Baltimore and Ohio and Central of

they \vould also erect tenlporary sheds for the purpose of transsliipping freight at the Dock Street wliarf. provided the lease of the wharf could be had on reasonable terms for the period. We take occasion to say that it is of great importance that the

Ohio, llad issued a freight from phila- ! question of the continuance of this line or the ! construction of another to the Delaware River

del~l l ia to points west at prices ranging should be determined at at1 early date. Arrange- five cents to ten cents below the rates of the ; merits for the shipping and quick transportation

Pennsylvania Company. i of freight destined for Europe and markets east of

on october 24 ~i~~~~~~~ resolved to Philadelphia (in view of the large traffic which ; must come upon the road upon the completio~i of

send to the I the second track. and the several tributaries leading Councils of the city of Philadelphia in reply / to our road at Pittsburgh and other points) are so


THE PENNSYLV.\NIh K.\ILKOAD COMPANY. 346

important to the nlanufacturing and other interests of the city of Philadelpllia that they will suffer materially if the question is allomcd to remain unsettled.

J. E D G A R T H O M S O N , Presiderit.

A report mas read from the Committee on Real Estate, and a resolution adopted authorizing that Com~hittee to rent the depot at I 1t11 and Market streets, for three years from the termination of the existing lease.

.4t the meeting of November 14, the following resolution was adopted:

Whereas, T h e city of Philadelphia has it in anticipation to remove the city railroad tracks east of 8th Street, therefore

Resolved, Tha t a committee Ile appointed to en- quire into a method of reaching the Delaware River front by the cars of the Pennsylvania Rail- road Company.

At the same meeting the President was authorized to contract with Thomas Sayles, for the use of the Tanner patent car brake, on such terms as he might deem best for the interests of the Conlpany.

The following Directors were chosen by the Joint Committee of the City Councils of Phil- adelphia which met for that purpose on No- vember 23: Herinan Haupt, John H. Bring- llurst and George M. Howell.

In this cotlnection the Anlcrican Railroad Jo imal , in its issue of December I, said:

The selection of the above named gentleinen has given great satisfaction and is a pledge of good management s o far a s practical business qualities and the highest engineering talent and skill a re concerned. hlr. Haupt's reputation as a civil engineer and bridge builder is a s extensive as the existence of the railroads themselves. His works on these subjects are not only regarded a s first-class authority in this country, but have been translated into several European languages. From the beginning he has been associated with the public work o f his native State.

The President was instructed by the Board at the meeting of November 28 to prepare and report such a proposition as he might think proper for the best interests of the Com- pany to make to the Legislature for the purchase of the Main Line of the State Works.

On December 12 the President submitted

a which he had prepared relating to the main line of the public works, containing a proposal for the purchase of the entire line, and a separate proposal for the purchase of the Columbia Railroad. After a full discussion of the matter, the President on December 20 addressed the following letter to the Hon. Andrew G. Cur t in , Secretary of State:

Sir.-I respectfully submit, on behalf of the Penn- sylvania Railroad Company, the following proposal for the purchase of the Main Line; also a proposition for the Colunlbia Railroad.

For the Main Line, from Philadelphia to the bloaongahela and Allegheny rivers. including the real estate, shops. engine-houses. depots. locomotives, cars, toll-houses, reservoirs, water power, and all other property connected therewith, the sum of $7,500,000, payments to be made as follows:

Five hundred thousand dollars oil the delivery of the works, in cash o r certificates of State loan, ten per cent. of. the remainder 011 the 30th day of July. 1857, and an equal amount 011 the 30th day of July in each succeeding year until the whole sum is paid; the unpaid instaltnents to bear interest at the rate of five per cent. per alinunl, payable seini- annually on the j rs t days of January and July of each year. T h e purchaser to have the right t o pay off a t and time the whole o r any portion of the purchase money by the delivery to the State Treas- urer of the amount intended to be paid in cash o r certificates of State loan a t par.

The right of the State to purchase the Pennsyl- vania Railroad to be relinquished and all laws imposing a tax on tonnage passing over said road t o be repealed.

The Pennsylvania Railroad Company will further agree to keep up all that portion of the canal east of the Allegheny mountains and s o much of the Western Division as lies between Blairsville and Pittsburgh until the Northwestern Railroad shall be opened for business from Blairsville to the Alle- gheny ri\.er.

The PennsyIvania Railroad Company will also agree to purchase the Philadelphia and Columbia Railroad a t its cost of construction, to be determined by three eminent civil engineers to be appointed by the State, with the concurrence of the Company, upon which sum so ascertained the Com- pany will forever pay to the State Treasurer, semi- annually, an amount equivalent t o the dividend paid to the stockholders of said Company upon an equal portion of its capital stock.

Very respectfully. your obedient servant, J. E D G A R T H O M S O N , President.


BUILDING S I T E AT T H I R D AND WILLING'S ALLEY, PURCHASED 1856. 347

John Yarrow, who had served as a director for a term of six years, died Deceniber 18. Suitable resolutions were adopted at the nieeting of the Board on Deceniber 22.

The President reported on December 26 that in consequence of his duties being so arduous, during the absence of the Vice-President, lie had engaged W. Hasell Wilson to assist him.

A conimunication from Herman Gratz, President of the Pennsylvania Conipany for Insurance on Life, etc., was read, containing the following resolution of the Directors of that Conipany :

Resolved, That the Cotnniittee on Real Estate be authorized to make arrangements witli tlie Penn- sylvania Railroad Company for tlie placit~g of the termination of their road on League Island, and construct thereon the wliarves, buildings, etc., necessary for the shipment of produce and rnerchan- dise tlierefrom and upon such an arrangement being made, to agree to have conveyed to said Conipany water front and land sufficient for said purposes.

The resolution was referred to the Commit- tee on extending the road to the Delaware River Front.

Thonlas Scott and W. M. Lyon were elected Directors froni Alleglieny county on Decem- ber 28.

The President was authorized to take such measures as he might deeni expedient to effect tlie passage of an act to enable the Company to dispose of such portions of the Powelton estate as may not be required for railroad purposes, and to select such other part as may be more suitable for tlie uses of the Company.

During the year the increasing foreign business of tlie road made it necessary to provide a co~ivenient terminus on the Delaware river that could be reached by locotilotive steam power, and an application was made to the Legislature for the requisite authority to construct a road to the river bank. Pending action, temporary arrangelncnts were made witli the city of Philadelphia to continue the connection with tlie Delaware at Dock Street for eighteen months, the cars being drawn through the city by horses.

The close of the year found the Canal Com- iiiissioners busily at work upon the New Port- age Railroad, upon wliicli inipro\~emcnt the State expe~icletl over $2,ooo.m a few months before the State works were offered for sale to the highest bidder.

The tenth year of tlie Company's existence found the Pennsylvania Railroad thoroughly organized in every department.

The board on January 21 authorized Thomas Scott to vote the stock held by the Company on any question that might arise at the next annual nieeting of the stockholders of the Ohio and Pennsylvania Railroad Company, for the election of directors, and not to vote for any director, \vho would not pledge him- self to secure the early completion of the Alle- gheny River Eridge, according to the approved plans and at the earliest practicable moment.

Tlie following directors were elected by tlie stockholders on March 3: Messrs. Thomson, Spangler, Carpenter, Butcher, Thompson, Farnham, Eacon and Mellon. Jolin Edgar Thomson was unaniniously cliosen President.

011 February 4, Hernian Haupt, who had acted in tlie capacity of Superintcndent, Gen- eral Superintendent, and Chief Engineer of tlie Pennsylvania Railroad Company, was chosen one of the three directors to represent the city of Philadelphia on the Board.

It was decided on RIarch rg to purchase the IVilling property, at the southwest corner of Third street and Willing's alley, as a site for an office building.

The following resolution was adopted by the Board on March 3 I :

Resolved, That as soon as the Springfield, Mount Vernon and Pittsburgh Railroad 'Company shall be completed and properly equipped for tile purpose, and a continuous line for travel and transportation shall be established by the said roads between Pitts- 1,urgIi and Cincinnati in such manner as best to accorntnodate tlie business without unnecessary interruption o r delay over the whole of tlie said co~itiriuous line or any part thereof, tlie Pennsyl- vania Railroad Company will give all facilities and tracks, and will endeavor to retain for this line all


THE I 'ENNSYL\~ANIr \ R.4TLROAD COAIPANY. 345

such business a s \vould naturally fall to it, provided that facilities for return business shall be extended by the Little I I i a n ~ i Railroad Conlpany and the return lines to Pl~iladelphia over the Penn- sylvania Railroad.

Colu~nbia Road to the Delaware river. This act gave authority for the construction of a road through the city, and was a matter of no small importance. Owing to the lack of facil-

, ities for connecting with the wharves on the At the same meeting the following resolu- , ~ ~ l ~ , , , ~ ~ ~ river, for+, ships ii,ere not sent

tions were also adopted: ' to Philadelphia for produce, in consequence Resol\,ed, That the Colllpany \trill take UP the of the inconsiderable amount of it received

cou1)on and second mortWW bonds o f the Ohio ; froln the West. " Remotre these sllackles," and Indiana Railroad Cornpany, maturing April I, , 18j6, amounting to $17,500, and that further arrange- I

said President Thornson in the tenth annual

ments in reference to the aid asked for by the Ohio / "port, " and a era Open up0n and Indiana Railroad Con~pany and the Fort Wayne port of Philadelphia."

the consolidatiot~ of the three con~panies between tile ~ l ~ i l ~ ~ l ~ l ~ l ~ i ~ ~ ~ l ~ , , , , l , i ~ ~~~~l to the Pittsburgh and Chicago slmll 11e efiected. i

Resolved. That the President be authorized to / Delaware woultl he $350,000, esclusive of

confer with the Sunbury and Erie Railroad in ref- lvarehotlses anti

erence to the Main Line of Puldic Works, and take , The chairnlan of the committee on tele- such action as he may d e e n ~ expedient. / graph. stated at the meeting of the Eoard on

On the 18th of April, the Governor ap- / APril 307 that a telegradl oftice had been proved a s.pplenlcllt to tile act illcorporating I ollelled ill the third stor) of the offices of the the Pennsylvania Railroad Company, which 1 Company, No. 70 Walnut Street, and that thc provided for the construction of a railroad line was in successful operation as far as Pitts- from the terminus of the Philadelphia and ; burgh.


CONTRACT W I T H PITTSBURGH, F O R T WAYNE AND CHICAGO RAILROAD. 349

At the same meeting tlie Secretary was authorized, under the direction of the Presi- ilent, to obtain plans alld proposals for the erection of a fire-proof building at tlie corner of Third Street and Willing's Alley.

On May 14 the President appointed a special committee consisting of Messrs. Haupt, Mellon and Bacon to confer with tlie Gover- nor, the Canal Conimissioners antl tlie Coni- mittee oi the Directors of the Lancaster, Leb- anon and Pine Grove Railroad to take into consideration the policy of the construction of that road.

On May 28, Mr. William B. ~ d s t e r was elected Vice-President.

The President was authorized on June 14 to execute a contract with the Canal Com- missioners for tlie free use of tlie tracks of the Company leading to the river above Mar- ket Street.

Hon. Charles M. Russell was authorized on June 14 to vote the stock lield by the Com- pany in the Ohio and Indiana Railroad Coni- pany in favor of the coirsolidation of tlie Ohio and Pennsylvania, the Oliio and Indiana, and the Fort Wayne and Cliicago Railroads into one Company to be known as the Pittsburgh, Fort \I.'ayiie and Chicago Railroad Company, and Thonias A. Scott was authorized to vote the stock held by the Company in tlie Ohio and Pennsylvania Railroad Conipany in favor of the coilsolidation of tlie Oliio and Indiana, the Ohio and Pennsylvania antl tlie Fort Wayne and Chicago Railroad Companies into one company to be known as the Pittsburgh, Fort Wayne and Chicago Railroad Colnpany.

At this meeting also tlie following preamble a i d resolution were unanimously adopted:

Whererts. In view of the consolidation of the Ohio and Pennsylvania, Ohio and Indiana and the Fort Wayne and Chicago Railroads, it is in~portant to the interests of the Pennsylvania Railroad Com- pany that a contract should be made with the Ohio and Pennsylvania Railroad Con~pany for close running connections and for favorable terms in regard to freight and passengers over their respective roads; therefore

Resolved, That the President of this Company be and is hereby authorized to enter into such a

contract to secure the interests and promote and increase the Pennsylvania Railroad Company.

Resolved, That in case a contract shall be made satisfactory to the President of this Company, then, in consideration of the benefit to be derived there- from, this Cotnpany will accept the drafts of the Ohio and Pennsylvania Railroad Company for a sum not exceeding one hundred thousand dollars, said drafts having four months to run, and will renew the same for four months after maturity for the first expenses if the Ohio and Pennsylvania Kailroad Con~pany or their successors (the consolidated company, if consolidation takes place) shall desire such renewal, provided that the said Ohio and Pennsylvania Railroad Colnpany shall deposit with the Pennsylvania Railroad Con~pany as security the first mortgage bonds, with interest at the legal rate or the convertible bonds of the Fort Wayne and Chicago Railroad Company to such an amount as will equal the sum of the said expenses, rating said mortgage bonds at 60 per cent. of thcir par value, with the right on the part of the Pennsylvania Railroad Company to sell said bonds in case of default on the part of the Ohio and Pe~lnsylvania Railroad Conlpany to protect said drafts and rneet the payments on same at maturity.

Resolved, That the President of this Company be and he is hereby authorized to carry out the foregoing resolutions.

On June a5 the Directors decided to recommend to the stockholders tlie construction of tlie braiiclr roacl to tlie Delaware river, authorized by tlie act of April 18, 1856, and the President was given power to have surveys made and to obtain estimates of tlie cost of construction and right of way.

The President was also authorized to attend a meeting of tlie stockliolders of tlie Pitts- burgh, Fort \.\:ape and Cliicago Railroad to be lield at Pittsburgh on July 30 and to vote the stock lield by the Pennsylvania Railroad C'onipany at the election oi Directors.

The contract between Messrs. Bitighan~ and Dock and the State for the transportation of passengers over the Pliiladelpliia and Colunl- ljia Railroad having expired on the 16th oi August, was re-let to the Pennsylvania Railroad Company, in conjunction with the Harrisburg and Lancaster Railroad Company, for a tern1 of five years from that date, tlie Penns~.lvania Railroad Company furliisliing two-thirds of


THE PENNSYLVANIA K..\ILROAD COMP..\NY. 3 so

the stock and the other partx furnisliing the remaining third, the profits, if any, to be divided in like proportion. It was hoped by this arrangement " that facility and convenience \\lould be afforded to the traveling pub- : lic, especially to through passengers."

As a- Cincinnati line the route via Crestline 1 was bound to be objectionable on account of i its length and for other reasons. At the meet- ,

ing of the Directors on August 20 a resolution was adopted authorizing connections with 1

The Superintendent was authorized, on October 29, to have gas worlcs constructed at Altoona in accordance with a plan submitted and on the terms proposed by El. N. Bird.

At a nleeting of the Board on October I ,

1856, letters were read from hotel keepers complaining about the poor accornmodatiolls at the station at Elevellth and Market streets and a conmittee was appointecl to investigate the causes of the complaints.

the Pittsburgl~ and Steubenville Road, on the ,

south side of the RIol~ongahela, above the Ixiclge. I

In September an arrangement was made with the Steubenville and Indiana Railroad to change their gauge fro111 4 feet 83 inches to 4 feet ro inches, on condition that they should take in exchange the stock held by the Penn- : sylvania Conipaliy in the Springfield, Mount I

Vernon and Pittsburgh Company for a like amount of their own stock. 1

At the same meeting the President was directed to apply to Councils for permission to widen the space " bet\veen the tracks where it is required in Market street, west of Eleventh street, so as to pernlit the wide cars of the Company to pass over these tracks "; and also to request the alteration or removal of the nlarlxt houses west of ]:road street for the s ane purpose.

The Board at the meeting on October 29 was informed " that fire arms had been dis-


GROWTH OF T H E FREIGHT UUSINESS, 1852-56. 351

charged near Bolivar at the trains carrying j $65,000 in the first ~nortgage bonds of the tlie mails " and that tlie watclinian on that i North Pennsylvania Railroad. division had heen killed a short time before. The original telegram to T. 13. Gibson fro111 Tliomas A. Scott, Superintendent, dated Oc- tober 14, 1856, concerning this matter formed a part of the Pennsylvania Railroad Com- pany's exhibit at the World's Coluxnbian Ex- position.

It read as follows:

Pittsburgh, Oct. 14/56. T. B. Gibson.

Mail train west last night while a short distance west of Bolivar had a Rifle Ball shot througl~ mail apartn~ent in hIail Car in sac11 a way that if Mail ..\gent had been standing arranging letters he would undoubtedly have been killed. One of our engineers had a stone thrown at engine at same place a couple of weeks ago. Some steps must be taken to detect the persons engaged in these outrages.

4 K P. hl. T. A. SCOTT. JOE.

The Solicitor was directed to consult the Superintendent and to secure the services of an officer to detect the culprits.

At a special meeting of the Directors held on November 24 a comlnunication was presented relative to the consolidation of the Cin- cinnati and Hillsboro~lgh, Cincimati and Marietta, and Henipfield and Chartier's Valley Railroad Companies, the new corporation to be known as " the Ohio Valley Railroad."

On tlie 29th of December the following letter was addressed by the Secretary of the Company to tlie Councils of the city of Phila- delphia:

To the Select and Common Councils of the City of Philadeiphia.

Gentlemen-I am instructed by the Directors of the Pennsylvania Railroad Company to inform your honorable bodies that at their meeting on the 24th instant the resignation of Herman Haupt, Esq., as a director of the Pennsylvania Railroad Corn- pany on the part of the city of Pl~iladelphia was presented to this-Board and accepted, and that on the same day John Robbins, Jr., Esq., recently chosen by the Councils to serve as a director from $larch. 18j7, to March, 1858, was unanimously elected by the Board to fill the vacancy.

Very respectfully,

EDMUND SMITH, Secretary.

The city of Philadelphia elected as its two directors Samuel Megargee and John G. Brenner.

It was directed that the accounts of the Engineer Department he closed up, and that after December 31 the General Superintendent shodd have charge of all matters hitherto connected with that department.

An examination of the tenth annual report s11ows that at the close of tlie tenth year of

The condition of the money market was / the Company's history greater attention was suc11 that the w'ork on tlie road west of Fort heing given to the details in connection with Wayne had been coilsiderably retarded during / the various classes of business, and the classi- the early part of the year. i fication of expenditures than heretofore. In

In December J. I<. Moorehead and William hZ. Lyon were elected directors of the Corn- pany for 1857 by the Commissioners of Alle- glleny county. The former, however, was in- eligible, owning less than fifty shares of stock ninety days before his election.

Tlle Company decided to secure legal ad-

fact this interesting document of forty years ago compares favorably with some of the more recent reports, and it is suggested by the author that the officer or stockl~older with the time and opportunity to peruse it will be im- pressed with t l ~ e ability and care that was exercised, not only in the preparation of the

vice as to the constitutionality of the tonnage manuscript, but in the typographical work. I tax imposed by the State of Pennsylvania on The following comparative statement of produce and merchandise passing through the freight handled for the first five pears during State over the Pennsylvania Railroad. 1 which the road may be said to have been

On December I the Finance Committee / operated upon a systematic basis shows that was authorized to invest a sum not exceeding ] the rapid growth predicted for the freight busi-


THE PENNSYLVANIA RAILROAD COMPr\NY. 352

ness by President Tliomson was already beginning to be realized:

TONNAGE. Through. L o d . Total.

1852 .......... 32,185 68.978 101,163 1853 .......... 73.499 86,133 159.632 1854 ,......... 92,551 157,444 ~50.095 1855 .......... .171,972 , 193,034' 365,006 1856 ........... ~55,163 288.829 454,092

The following statement relative to the cost of maintenance is taken from the tenth annual report of the Directors:

Main Line. Indiana Branch. Maintenance of Way De-

partment ............... .$165,335.43 $6.120.52 Construction and Equip-

........ nlent Department 138,222.46 10.664.22 Motive Power Department. 114,838.86 1.587.08 Conducting transportation,

Passenger Department . . 1,757.05 44.73 Conducting transportation,

Freight Department ..... 7,087.19 123. 10

Maintenance of Cars De- partment ................ 1.50

.... Totals. .$+7,240.~ $18,541.15

The following table sliows the number of miles of railroad in operation in tlie different sections of tlie country in 1856, together with the number of square miles of territory, and the nuniber of inhabitants to each mile of road :

hiiler of Rai!road

In operation.

New England States.. .3,923 Middle States ........ 5.044

...... Southern States 5.163 ....... Western States 739

.. Northwestern States. 7,966

Total. ............ .23.135

hliies of area Numher of lo one mile Inhnbilanls

of to one mile Railroad. of Railroad.

I 6 776 20 19300 71 1,336

I 10 2.9 j0

The number of niiles of railroad in the United States completed and in operatio11 at the close of each year from 1838 to 1856 are here shown:

'The increase in local tonnage during the year 1855 was due to the removal of the tonnage tax on coal and lumber by the Legislature.

I'enr. Miles cf Railroad.

1828 ........ 3 1829 ........ 28 1830 ........ 41

...... 1831.. 54 1832. ....... 131 1833. ....... 576 1834.. ...... j6z 183 j.. ...... 918 1836. ....... r,10-7 1837.. ..... .[.@I

1838. ...... .1&3 1839. ...... .I,920 140 . ...... .2,167 1841. ....... 3,319

..... IW.. .3,877

Y m r . Miles of Railroad. 1843. ....... 4,174 I&. ....... 4*3I 1

1845. ....... 4.511 1846 ........ 4,870 1847.. ...... 5,036

...... I&@.. 5,265 18qg. ....... 6,197

....... 1850. 7.350 1851 ........ 8,856 1852.. ..... .10,878 1853. ...... -13,315

..... 1854.. .15,51 I 1855. ...... .19,338

...... 1856. .23,135

The cost of operating the road had attained its maxinium in proportion to the tonnage transported in 1856. The severity of the winter was assigned as the cause, and tlie renewal of car-wheels, the destruction of cars caused I)y broken rails, and tlie damage to locomotives froni the low temperature, which continued for a long period, also added materially to the expenses for the year. Early in the year the branch road from Blairsville to Indialla was opened. Through travel had not increased owing to the "greater facilitier enjoyed by our rivals tlirougli their western connections." The necessity for employing omnibuses for the conveyance of passengers between the western tern~inus at Pittsburgh antl the depot of the Pittsburgh, Fort IVayne antl Chicago Railroad on tlie west side of the Allegheny river, was unfavorably commented upon by passengers. Altliough the stock- lioltlers who had been previously urged to subscribe a sutficient amount t o the stock of the Ohio and Pennsylvania Railroad Coin- in order to construct a bridge across tlie Alle- gheny river, had acceded to the request, " adverse local influences in Pittsburgli had prevented the construction of the improvement." The approaches to the hridge, I~ow- ever, were at the close of the year " under way," and it was hoped that "this connection could be con~pleted within the next few nionths."

U p to this time the traveler was required to make frequent changes of cars between Philadelphia arid Pittsburgh. H e first took


MONETARY DEPRESSION AND PANIC IN 1857. 353

his seat in a narrow car, the width of which was less than that of the wide cars of the Pennsylvania Railroad Conlpany, on account of the narrow space-four and one-half feet- between the north and south tracks of the Philadelpl~ia ant1 Culu~nbia State Railroad, which did not afford snfficient room for the wider cars to pass each other. These cars ran as far as Dillerville, where a change was made to the wider cars, and the passenger was carried througlt to Altoona, at which point another change of cars was necessary.' But the State road was at the close of the year

The business of the conlpany was seriouslj. affected during the sunrlxer by the monetary depression which caused great injury to both manufacturing and transportation interests. So seriously were the affairs of tlie Pennsylva- nia Railroad affected, that the usual semi- annual tlivitlend was passed in November, for the first time in the history of the Company. The issue of second mortgage bonds, which it hat1 been the intention to sell, could not be negotiated, owing to the general prostration of corporate and individual credits.

The Board on January 21, approved a con-

PENNST1,VhiIA RATLItOAD ENGINE No. 1S7.

being relaid, and the distance between the tracks was increased to correspond with that of the Pennsylvania Railroad, it being 11opetl that " the inconvenience of one change of cars would thus be obviated."

-1857 The year 1857 will live in history as the

" panic " year. In railway history it will long be remem-

bered as the year in which the main line of the Pennsylvania State works was purchased by the Pennsylvania Railroad Company.

tract for the purchase of seven hundred tons of iron rails from the Phoenix Iron Company.

A resolution was adopted for the ratification of the stockholders authorizing the Direct- ors to secure docks and wharves on the Dela- ware river front " and to construct a railroad from the eastern ternlinus of the Philadelphia and Colunlbia Railroad to the Delaware river" when, in the judgment of the Board. the interests of the Company required this action.

At the annual meeting of the stockholders, held a t Sansom Street Hall, February 2, 1857, Hon. Richard Vaux, Mayor of Philadelphia,


THE PENNSYLVANIA RAILROAD COMPANY. 354

presided. On the 18th of April, 1856, the G&ernor had approvecl a supplement to the act i~lcorporating the Pennsylvania Railroad Company, which provided for the construction of the railroad from the terminus of the Phila- delphia and Columbia Railroad to the Dela- ware river, and the reso!ution offered by the Board approving this act was unani~nonsly adopted by the stockholders at the meeting. This act, which authorized the Company to construct a track through the city, was a most important matter, and the final consideration of it was deferred until the first Monday in April, when it was still further considered at the special meeting of tlw stockholders called for the purpose.

and the Delaware river, o r else forego one of the most important &jects for which the Pennsylvania Railroad was constructed-the concentration of that portion of the produce trade of the West at Philadelphia which is due to her position." This object could only be accon~plished by a retluction in the cost of delivering produce on shipboard, and to effect this it was essential that all the expenses between the cars and the vessels to convey it to the ports of the United States or to those of Europe, should be removed, and all State duties required of this Company, not imposed upon rival lines of Pennsylvania or other States, should be repealed.

73-pound Iron Rail. IIuuntain Division. 1857.

It was understood that the expenditure for this work, together with that incurred by the Company in constructi!lg extensive sidings along the State road lor the accommodation of their 1,usiness at LVest Philadelphia which was " not exacted from any other transporter on the Philadelphia and Columbia Railroad " sho& have properly teen done at the cost of the Commonwealth. The policy of the State,

however, was adverse to a further estension of the public works, awl it therefore remained for the Pennsylvania Railroad Company " to fill up the gap between the Columbia Railroad

83-pound Iron Rail, Mountain Division. 1857.

The Vice-president stated, March 4, that at ,

a conference with the Canal Commissioners he had .ascertained that the Comnlissioners desired to modify the existing contract between the State and the Pennsylvania Railroad Com- pany concerning the use of the tracks of the latter from the south fork of the Conemaugh river to Johnstowl.

The Board, at its meeting on March 18, authorized the Finance Cormlittee to furnish rolling stock to the Steubenville and Indiana Railroad Company to the extent of $270,000.

The President was directed to notify the of.


INCREASE IN PASSENGER RATES TO PITTSBURGH, 1857. 355

ficers of the West Chesrer Railroad Company An agreement to enter into a contract with to remove their tracks from the Conlpany's D. Leech and Company as Eastern Agents property in the 24th Ward as ~ o o l l as possible. and Clarke and Colnpany as Western

Tlie President submitted to the Eoard the Agents \\-as atlopted by the Eoard on May 27. proposed to the charter the ' At the nleeting 011 June 10, the President Conipany, \vliich had been presented in the ' was directed to ,la\,e - a new track laid in the Legislature, stipulating tliat the Vice-president 24tll i,-ard the Chester Railroad or Second Officer of the Company should re- I

Conipany." side pernianently in Pittsburgh. After discussing- tile matter Board resolved " to At the meeting of the Eoard on the 19th of - accept the supplement." I September, lie resignation of

The proposition read to the Board April I, i Spangler, director, was presented

Christian E. and accepted,

PENNST1,VANIA RAILROAD E S G I N E No. 4%.

MOOIJT, FICEIGHT LOCOMOTIVE BUILT B Y

Cylinders IS iuches Dituaeter by 22 Iuches Stroke. Drivers U inches Dinmeter, Chilled Tirrs. Grrcte h e n , 10.4 Squttre Feet.

from Morgan and Conipany, offering to pay $175 per car for tlie use of the panels in the cars for advertising purposes, was accepted with a proviso restricting the advertisers to the cars on the trains running between Harris- burg and Philadelphia, and stipulating " that the advertisements should consist exclusively of I'ennsylvania advertisements." This arrangement, however, was not carried out. ,

The Board on April 15, unani~nously elected Theodore Cuyler solicitor for Philadel- phia to take effect May I.

BALDWIN LO(!OhIOTl\'E IVOHRS I N 18;ii.

Total He;ttit~p Surfwe, $;10.3 Sclu~~rt. Feet. So Hecord of Weight of Engine.

complimentary resolutions being adopted by the Board in reference to his services in behalf of tlie Company.

At a special meeting of tlie Board held on tlie 10th of October it was decided to increase the passenger rates from Philadelphia to Pitts- burgh, not to exceed 10 dollars, or three cents a mile.

Tlie Board on October 24 elected John Hulnle a Director in this Company.

It was also decided tliat the Portage Rail- road should be closed on November I, and


THE P E N N S Y L V A N I A RAILRO.4D COMPANY. 356 . the canals on December I. In September the effect of the monetary pinic began to be felt throughout the country and retrcnchn~ent in the expenditures of the Company was decided upon. .,4t this nieeting the Bbartl resolved that a reduction in the salaries of all the employees should be made. It was decided that the salaries of all the eniployees should be re-

enterprises, such a nlqvement is well-timed and judicious, and is calculated to strengthen and increase public confidence.

The floating debt is greatly rcducrd, and an appropriation of the surplus earnings will soon entirely liquidate it. 3Ieanwhile the business of the road steadily increases. While the receipts of other lines are greatly reduced, its revenues have increased nearly $2,000 within the last two months over a corresponding period of last year.

d u d 25, 15 and 10 per cent, depending upon At the nieeting held x i the 28th of October, the amount received, to take effect on and after a communication was received by tlie Board

PEKNBY1,VANIA RAILROAD ENGINE No. 136.

S-WHEEI, I'.\SRENGEI: LOCOMOTIVE RI!ILT B Y BALDWIN LOCOfiIOTITJ3 WORKS IN 1857.

Cylinders 17 inchca Dfnrneter by 22 i ~ ~ c l ~ e s Strolte. Drtveru 53 inches Din~ueter, Iron Tires. Grnte Aren, 16.3 Sqrture Feet.

'JTol:ii Hrntirrg Surface. 7U4 Sclunre Feet. So Iteivrcl of \Yeigl~t of Et~giue.

Noveliiher I. This action was amended not from Tlionias A. Scott who asked that " no to include the salaries of H. J. Lombaert and exception be made ill his favor in the reduc- Thomas A. Scott. tion of salaries of the 2mployees."

This action 011 the part of the Conlpan\. TIle Board on November 25 elected G. D, was commented 011 by the Pittsburgh Post in Rosengarten a director of the Conlpany in the following terms: place of John Farnurn.

The dividend clue in November, 1857, was The Directors o f the Pennsyl\~ania Railroad Conl-

pany have passed resolutions reducing (with their 8 passed by tlie Board. This was tlie first time

entire approval) salaries of all officers the stocklloldcrs had failed to receive a divi- and t o a considerable extent and sus- 1 dend but it was intimated that the Board pending all work not imperatively denlanded by the : hoped to &tribute an equivalent to this divi- interests of the Company. ' dend " to the shareholders at some period

In the midst of financial revulsion, whicll has ' caused unprecedented embarrassments in all

during the year 1858 ": tlie unfavorable re-

branches of business, and particularly in railroad ' ports from the lines west of Pittsburgh in


SALE O F T H E STATE WORKS, 1857. 357

which the Pennsylvania Railroad Conlpany was interested, however, prevented the Board from taking this action.

The Uoard, on November 30, fixed the ap- praised value of the stock of the Conlpany at $40 a share for the year ending December 31, and " An affidavit in relation to the estimate and appraisen~ent of the actual value in cash of the capital stock of the Pennsylvania Railroad Company was presented to the Board, signed by Charlcs D. Freeman, Alder- man, and sealed with his official seal."

At the meeting of the Uoard held on December 26, it was decided to issue commu- tation tickets on the Philadelphia Division, good as far as West Chester. They also discussed the revised organization for conducting the business of the road and finally adopted it.

The additional business which devolved upon the General Super~ntenclellt after the State works were acquired made a thorough reorganization necessary. Herman J. Lombaert, " who had so long and so successfully managed the whole line as General Superintendent, was appointed Comptroller and Auditor," and Col. Thomas A. Scott, " who had efficiently admin- istered the duties heretofore confided to him," and in whom "the Board has entire confidence that the high reputation of the road for safety and dispatch of its I~usiness will be fully preserved," was prolnoted to the place of Gen- eral Superintendent.

During the year 1857 the only two remaining Directors of the original organization rr- signed from the Uoard. They were Messrs. Christian E. Spangler m t l George \IT. Car- penter. The vacancies caused by these resig- nations were filled by the election of X/lessrs. John Hulrne and Wister Morris.

During the year little progress was made in the construction of the second track, owing to the financial stringency. C)n the Western Division twenty-five miles were operated as

between Harrisburg and Altoona. The sum -

necessary to complete the double track and substitute iron for wooden bridges (with the exception of the Susquehanna 'bridge) was estimated at $1,o8g,ooo.

The expectation of constructing a connection through the city of Pittsburgh with the Pittsburgh, Fort Wayne It Chicago Railroad had not been realized during the year. The tracks of the latter company had, after much delay, been carried across to the Pittsburgh side of the river, but owing to continued ob- jection to the crossing of Penn Street on the part of the municipality, that railroad had not yet been connected with the tracks of the Pennsylvania Railroad Company. The transfer from the wide to the narrow cars at Harris- hurgalso continued, because the Councils at Philadelphia would not grant the privilege of increasing the space between the tracks of the Philadelphia city railway.

PURCHASE O F T H E STATE WORKS.

The sale of the main line of the State works, \vhich had been brought to public notice through the acts of the Legislature passed in previous years, was finally consummated in the year 1857. ahen the main line of canals and railroads from Philadelphia to Pittsburgh was purchased by the Pennsylvania Railroad Conlpany. The action of the Directors and stockholtlers of the Pennsylvania Railroad Company, together with the act of the Legis- lature under which the sale was finally made, is recited I,elo\v.

The special conmittcc in charge of the proposed purchase of the main line of the State works. in conjunction with the Sunbury and Prir Railroad, presented an adverse report to the I!oarrl at the meeting on January 21, antl recon:mentled " that thc proposition made by the I'resitlent of the Sunl~urs antl Erie Rail-

single track lwtween Pittsburgh and Altoona roatl ~ o l l l p a l l ~ be tleclil?ed." at the close of the year. On the Eastern Divi- , At the same meetillg, the President was in- sion seventy miles of second track were corn- ; structed to prepare a '$11 for the purchase of plcted, leaving sixty-two miles of single track i the main line of the public works " in accord-



ance with the proposal made by this Company under date of December 20, 1855," for the suln of eight and one-half million dollars. He was further instructed " to onlit all reference to' the purchase of the Columbia Railroad separate from the rest I>: the works," and to insert a section providing for the repeal of the tax on the dividends made by the Corn- pany; and " that the payment for the State works should be made in eight instalments, payable annually," the first payment to be made on July I, 1858.

The President was also directed to take steps to secure the passage of a ]>ill authorizing the sale of the main line of the State works " upon such conditions as would be satisfactory to this Company; and also for the repeal of the tonnage tax."

An act for the sale of the main line of public works was approved May 16, 1857, by which it was provided-

That at the time and place so selected, it shall be the duty of the Governor to have offered at public sale the whole line of public works, to wit: The Philadelpl~ia and Colurnbia Railroad the canal frotn Columbia to junction at Duncan's Island, the Jnuiata canal from thence to Hollidaysburg and Allegheny Portage Railroad, including the new road to avoid inclined planes, and the canal from Johnstown to Pittsburgh, with all the property thereto appertaining or in any wise connect~d therewith. . . . for any sum not less than seven and one-half lnillions of dollars, and in the event of a sale of the said maill line being made to individuals, it shall be lawful for such individuals so purcl~asing, after the said public sale, to assign and transfer their right to the said main line under said purchase to any railroad or canal company created by the laws of this commonwealth; and such railroad or canal company, on compliance wit11 the conditions of said sale aud payment or securing the purchase money of the said main line to the com~nonwealtl~ as here- inafter provided, shall be fully invested with the right of said purchasers and entitled to the same rights and privileges as if the said main line had been struck off and sold to said company at the time of said public sale, and. if, necessary, said company may increase their capital stock or borrow ~noncy . . . . and issue their bonds to any atnonnt not esceeding 50 per celitum above the amount of the purchase money: Provided, That no bid shall be accepted until the bidder shall have deposited

. . . . the sutn of $roo,ooo in casl~ or State bonds, wllich sl~all be forfeited . . . . if the terms of the sale are not complied with; and if the party to w11on1 the same shall be struck down shall not comply wit11 the said conditions by the payment of $~oo,ooo as aforesaid, then it shall be the duty of the Governor, if deemed proper by him, to tender the same to the nest highest bidder who chall comply with the said conditions; And Provided further, If the Pennsylvania Railroad Con~pany become the purchasers of said main line at said public sale o r 1)y assignment as aforesaid, they shall pay in addition to the purchase nloney, at which it may be struck down, and which shall not be less than the suln of seven and a half millions of dollars, the sum of one and a half millions of dollars, the wl~ole amount of the sale being paid in the bonds of the Company bearing interest at the rate of five per centun~ per annum, payable semi-annually on the 31st day of January and July of each year, and which bonds, without further record, shall remain a lien upon the main line, $IF,MO of wl~ich said bonds shall fall due 011 the 31st of July, 1858, and $roo,m thereof annually thereafter until the ~ 1 s t day of July, I-, when one nill lion of the residue shall fall due. and one million annually thereafter, until the whole is paid; and upon the execution and delivery of said bonds to the treasurer of the State, the Pennsylvania Railroad Company and the Har- risburg. hlt. Joy and Lancaster Railroad Company shall, in consideration thereof, be discharged by the comn~olnvealth forever frotn the payment of all taxes upon tonnage or freight carried over said railroads, and the said Pennsylvania Railroad Con1- pany shall also be released from the payment of all other taxes or duties on its capital stock, bonds, dividends or other property, except for school, city, cout~ty, borough or township purposes, and it shall be lawful for the purchasers o r their assigns either to purchase or lease, hold and use the railroad of the Harrisburg. Portsmouth, Mt. Joy and Lancaster Railroad Company, and to straigl~ten and improve the said Philadelphia and Columbia Railroad and to extend the same to the Delaware river. in the city of Philadelphia. and it shall be further lawful for them to alter, enlarge and deepen the canal portion of said n~ain line a t ~ d to make such additional locks and dan~s, and to make in whole or in part a slack water navigation as may be deemed expedient. and in the event of a sale o r lease as aforesaid by the Harrisburg, Mt. Joy and Lancaster Railroad Company the said Company shall have the power to sell o r lease and the said purchasers or their assigns to buy or take on lease, said road, and to take and receive respectively all such contracts, deeds or assurances as may be requisite to carry the same into effect: Provided, That the right


PURCHASE OF T H E STATE WORKS, J U N E 25, 1857. 359

of the comn~onwealth to enter upot~, resume and purchase the road of the Pennsylvania Railroad Coni- pany, as provided in their charter, shall thereafter cease and detern~ine: And Provided Iurtl~er, That in case of the refusal of any stockl~older or stock- l~olders of said Company to comply with the provisions of this act after the same may have been accepted by a majority of the stockholders of the Company, it shall be lawful for the said Company to pay the stockl~older or stockholders so refusing the full market value of his or her o r their shares of stock and such share or shares as shall inure to the benefit of the Company to be disposed by the directors for the benefit of the balance of the stockholders.

At the meeting of the Board held May 27 the following preamble and resolution was unanimously adopted.

LVhereas. The main line of the public works of Petmsylvania has been offered for sale, to take effect on the 25th of June next; therefore,

Resolved, That a Special Committee of Five, consisting of hiessrs. J. E. Thornson, W. B. Foster. Jr., W. R Thon~pson, George W. Carpenter and John Megargee, be appointed, whose duty it shall be 'to advise and consult with the solicitor in Phil- adelphia upon all the questions involved in the law autliorizing the sale of the said Main Line, and also to exanline the whole question and ascertain the value of the said works, as well as t l ~ e propriety of this conlpany becoming a bidder for the same, and report to the Board at their next meeting.

This special committee on June 10 reported to the Board that a h l l in equity had been filed in the Supreme Court by the Canal Com- missioners and by He~l ry S. Matt, individually as a stockholder, praying for a preliminary injunction1 to restrain the State Govern- tnent from selling and the Pennsylvania Railroad Company iron1 purchasing the Main Line. The Committee further reported that they had instructed Mr. Cuyler to retain St. George Tucker Campbell and Edwin M. Stanton ;I$ associate counsel in the case, the hearing of which had been postponed fro111 the 12th to t!le 16th of June. The

' The bill in equity of Henry S. Mott to restrain the Pennsylvania Railroad Company from purchasing the Main Line of the Public Works was published in full in the Evening Bulletin of June lo, 1857.

bill, however, finally failed in its purpose, since Chief Justice Lewis of the Pennsylvania State Supreme Court, in renderhg a decision on the application for the restraining order, laid down the following principles:

The Legislature had the constitutional right to authorize the sale of the Main Iine.

The Pennsylvania Railroad Conlpany might become a lawful purchaser at such sale.

The Legislature had constitutional authority to repeal the tonnage ta-x.

The Legislature could not bind the State by contract from imposing equal taxes, and that the condition of sale to the Pennsylvania Rail- road Conlpany in that respect is void, and an injunction to that extent is granted, but

In all other respects the sale may go on, and the Pennsylvania Railroad Company may bid and purchase on the same terms as any other corporation or individuals.

By special resolution 111e President was directed by the Board, at the meeting held June 25, to attend the sale of the maill line of the public works at 7.30 o'clock that evening "and to bid, on behalf of this Company, the sum of $7,500,000, subject to the ratification of a majority of the stockholders of this Com- pany, as provided in the act of the 16th of May, providing for t l ~ c sale of the Main Line."

Benjamin F. Custer in a conlmunication to the author, dated Altoona, Pa., March 29, 1893, thus describes the sale of the State works:

It occurred on the 25th day of June, 1857, at 7.30 in the evening in the rotunda of the Merchants' Exchange, often called the Dock Street Exchange, in the city of Philadelphia.

As I stated to you in person. I recall with a great deal of pleasure the fact that I, with many others, was present on that occasion and heard the going! going!! going!!! that proclaimed the public works of Pennsylvania sold to the Penusylvania Railroad Company.

The auctioneer was John B. Myers, who, after announcing the intended sale, asked, after the usual manner of auctioneers, if any one would bid ten nill lion dollars. No one appeared to have either nloney, ambition or interest sufficient to possess he State works at the very modest request of the iuctioneer; he named several lesser sums that he vould have no doubt very cheerfully accepted,



that at the date of the transfer to the Pennspl- vania Railroad Company nineteen millions of dollars had been expended on the Main Line by the con~nloiwealth.

The Board on June 29, recluested the Presi- dent to obtain the lega! opinion of Messrs. Cuyler and Campbell as to whether it would be necessary to call a special meeting of the stockholders to sanction the purchase of the main line of the public works.

Mr. Cuyler's opinion was presented to the Board, and at the nieeting of July 3, it was decided " to hold a special meeting of the stockholders on Monday, July 20, at 3 P. M., at the Sansonl Street Hall," to consider the matter.

At this meeting the s:ockholders ratified the purchase by a decided majority in a large vote, and on the 1st day of August, 1S57, in COW

formitp with the terms of the purchase, the

until he reached the minimum amount fixed by the main line of the public works, after an exist- Legislature-seven miIlion five hundred thousand ! ellce of over a quarter of a century, and by the dollars-when the only bid of the elrening was / construction and operatioll of wl~icll tlle debt made by Johll Edgar Thornson 011 bellalf the , of the State of Pellllsj-lvania had been in- Pennsylvania Railroad Company, of which he was then the President. creased nlaiiy millions of dollars, was by proc-

lamation of the Governor of the Common- At the nieeting of the Poard held June 29, wealth transferred to the ownership of the

the President reported that he had attended Pennsylvania Railroad Company. By this act the sale of the niain line of the State works the State relinquished her reserved right to which took place on the evening of the 25th , purchase the works of the Pennsylvania Rail- and that, in accordance with the resolution of ' road Company. the Board, lie had made a bid of seven and a I The terms of the law by which the Penn- half millions of dollars, and that " The Penn- sylvania Railroad Company was to pay the sylvania Railroad Company was the only bid- , $7,500,000 were as follows: Bonds were to be der and the works were cried down to then1 ' issued by the Conlpany bearing interest at by the auctioneer at the nliiiimum price fixed / five per cent. Of these bonds, $roo,ooo was by law, $7,5oo,ooo." i payable on the grst clay of July, 1858, and

It will be remembered that the main line of $100,000 annually thereafter until July 31, State works was first opened as a througli I@, when the payments were to be made at line of railroad and canal between Pliiladelpliia the rate of $r,ooo,ooc:, per annuni until the and Pittsburgh in 1835. When in 1844 au- whole amount should be paid. The terms of thority was first granted for the sale of the the bill of sale were fuliy conlplied with, and public works, their cost was stated to be $14,- the bonds of the Conipany for the aniounts 360,000, and by the beginning of 1854 this required were delivered to the Treasurer of amount had risen to $18,5oo,ooo. Further ex- the State within a few weeks after the sale had pense was incurred by the construction of the been consunlmated. While the price required new portage and renewal of superstructure on for these works was regarded as nluch greater the Philadelphia and Columbia Railroad, so : than they were worth to the Pennsylvania

Railroad Company, or than could have been safely paid by any other purchaser, the peculiar relationship betwee11 the State works and the Company justified their purchase on account of the greater efficiency with which the whole line between Pliiladelpliia and Pittsburgh could be operated when placed under one control. Increased econolily of operation was regarded as a paramount coilsideration when the close competition among the lines doing business between the East and the West was considered.

The acquisition of nrw lines by this purchase comprisetl 104 miles of canal on the western side and 181 ii~ilcs on the eastern side of the Allegheny mountain, thirty-seven miles of the Portage Railroad, part of which was double and part single track, and eighty-one miles of double track railroad between the city of Philadelphia and the Susquehanna river,


N E W ORGANIZATION A F T E R PURCH..\SE O F ST.4TE W O R K S . 361

" together with all the real estate, locomotives, part of the Pennsylvania Railroad Company. cars and all the property collrected with, o r During the five months from August I to in any wise appertaining thereto." The canals December I , $55,000 for rails and $29,000 purchased were feud to be in a most di- for ties and chairs were espended on the track lapidated condition, on account of the ne- of this road. glect of repairs for several years. The Fort- The Road Committee were directed by the age Railroad possessed no value except for Board on July 3, to esamine and report upon the material of which its track was con- the policy to be pursued in relation to the strutted, and the condition of the Philadelphia State works, and at the meeting on July 23 and Columbia Railroad, although a portion of the conlnlittee offered the following resolu- the track had been recently relaid, required tions, which were adopted by the Board: immediate attention and expenditure, in order Resolved, ~h~~ ~ ~ l ~ i l ~ d ~ l ~ l ~ i ~ alld colurnbia that it nligllt be placed in a proper condi- Railroad and the Allegheny Portage Railroad be

1'EhrNSYI,VANIA ILAILROAD ENCINC No. 129.

Cylinders 1 H iuchr.s Dinuteter i ~ g 22 iuchcv Stroke. i Tottti Heilting Surface, 7.72.2 .Square Feet. Drivers 48 inches Dinmeter, Irou Tires. \\'eight lu Working Order. 63,500 Pounds. Orate Area, 14.9 Square Feet. I

tion. U ~ o n the acouirelllent of this railroad I placed in the charge of the General Superintendent it was found that so ahlxious had the Canal Conlmissioners been to reduce their expenditures, that llotlling except the daily supplies to keep the trains in motion had been pur-

of tl'i"onlpany- Resolved, That the canal portion of the Main

Line be placed in charge of one person, who shall be styled Cllief Engineer and General Superinten- dent of the Canals, to be appointed by the Board

chased, either for its operation or maintenance, and after the sale of the road the articles on hand, then purchased by the Fennsylvania Railroad Company, were used to work awl repair it until its delivery on the 1st of -4ugust, a period of thirty-six days, while the receipts of all the works during :hat time were appropriated to the use of its original owners, which left a just claim for indemnification on the

with such assistants and such powers and duties as the E h r d shall llereafter prescribe.

~ 1 , ~ uoard A~~~~~ decided to place tile \.ice-president ill of canal De- partnlellt as General Superintendent, and a l s ~ directed that the rules and regulations for the governing of the canal portion of the main line of the public \vorlts should go into effect on and after August 1, 1857. The


T H E PENNSYLVANIA KAILKOAU COMPANY. 362

Treasurer was directed to keep the accounts 1 brief circular to the employees on maintenance of

of the railroad and canal separate. The Pennsylvania Railroad depot at Harris-

burg was completed during the summer, and

way to the effect that there should be no general suspension of work as had been the custom, but that each man entitled to vote should be dlowed reasonable onuortunitv for rotine without anv con- -. -

the first train of cars ran through it on the first straint. Previously. each foreman was espec~ed to of August. I have as many votes polled for the administration

The following organization wellt into effect ' candidates as he had llanles O H his check roI1.

early in August : 1 The duties of A. A. McCausland, Master of The line extending from Philadelphia to 1 Alacl~inery, mere extended to include the Phil-

Columbia was placed u d e r the superintend- 1 adelphia Division, and his office was located at ence of George C. Franciscus, with the title of " Superintendent of :hc Philadelphia Divis- ion,'' his office being at Philadelphia.

The Maintenance of Way Department, from Columbia to Philadelphia, was placed ullcler the charge of W. Hasell Wilson, who was given the title of Resident Engineer of the Philadelphia Division, with office at Downing- ton.

Some incidents connected with the transfer of the State works to the Pennsylvania Rail- road Company giving an idea of the political cus tom then in vogue are thus described I>? W. Hasell Wilson:

Upon the purchase of the main line of the S h t e improvements by the Pennsylvania Railroad Com- pany, I was appointed Resident engineer 011 the Pl~iladelphia and Colun~bia Railroad, aud entered upon the duties August I, 1857.

During the State ownership, political influences prevailed to a great extent in the n~aking of ap- pointments, and w11en the time approached for the transfer of the line of railroad and canals, great uneasiness was felt by the employees, who were apprehensive of a general clearing out. During the week previous, I passed over the road from Philadelphia to Columbia, either on loot o r hand- cars, and spoke to each section foreman. I requested them to continue their regular work as usual, assuring them that no immediate changes would be made and no en~ployee discharged, except for imcompetency after proper esamination. The result was .that the transfer of the ownership took place without the slightest disturbance or interruption to the operations of the Idaintenance of Way Department, and as far as I know similar conditions prevailed in the other branches of the service. The employees, finding that merit was the sole qualification considered, gave increased attention to their work, and I am happy to say that very few changes became necessary. Previous to the first occurring general election I issued a

Altoona. The Division Superintendents exercised all

the powers of the General Superintendent for the control of the road, its branches and connections, and had the general charge of all the employees connected with the motive power department on their respective divisions, subject to tlie direction and approval of the Gem era1 Superintendent.

The employees of the Pennsylvania Rail- road at tlie stations and workshops at Phila- delphia and at Columbia and intermediate points on the Philadelphia Division, train- hands, freight and passenger trains runnirlg between Colunlhia and Lancaster, Lancaster way-trains and all other trains, except those running west of Dillerville and Columbia, were placed under the charge of the Supeun- tendent of the Philadelphia Division.

The Board, at the meeting on September 2, confirmed the following nominations: George C. Franciscus, to be Superintendent of the Philadelphia Division; I\'. Hasell Wil- son, to be Resident Engineer; Janres Briden, to he Superintet~dent of the Allegheny Port- age Railroad; John Rowan, to be collector of tolls for this Company at Columbia and Wil- liam A. Lytle, to be Agent a t Teplon's to succeed Flenling Holliday.

When the Pennsylvania Railroad Con~pany obtained control of the State works, August first, 1857, the daily passenger service consisted of three trains to Pittsburgh, one local train to Lancaster, and two to West Chester each way.

At the close of the year 1857 the equipment of the Company, including cars and locomotives purchased from the State, providing an outfit which was deemed sufficient to meet


THOMAS h SCOTT APPOINTED GENERAL SUPERINTENDENT. 363

any demands that might arise in the near future, was as follows:

216 Freight and Passenger Locon~otives, including those purchased with the hIain Line, a number of which arc only worth the material of which they are built.

54 Wide Passenger Cars. 14 Narrow Passenger Cars. 31 Emigrant Cars. 18 Baggage Cars, with Mail Apartments. g Baggage Cars without Mail Apartments.

188 Eight-wheeled Stock Cars. ~$54 Eight-wheeled House Cars, for general mer-

chandise. log Four-wheeled House Cars, for gelleral mer-

chandise. . 292 Eight-wheeled Lumber, Coal, or Wood

Trucks. 92 Four-wheeled Coal Cars.

Up to December 31, 1857, $13,201,000 had been received from stockholders, and $8,1go,- ooo from loans. 'The undivided profits an~ounted to nearly a million dollars, and $371,000 remained to the credit of the contin- gent fund. $7,500,000 in bonds had been issued to the State of Pennsxlvania for the pllrchase of the main iine of public works, making an aggregate received from all sources of nearly $30,300,000. Of this amount $5,- 680,000 had been expended on the construction of the Eastern Division, $7,738,000 on the Western Division, 2nd $7,500,000 for the main line of public works; the total -cost of roads and canals belonging to the Company being about $27.500,000. In addition to this expenditure $1,666,ooo had been subscribed to western railroads. Notwithstanding the panic of 1857, the decrease in through passengers only amonnted to 5.040, and the decrease in receipts from passengers was a trifle over $I r ,000.

The Board of Directors had resolved to reduce the floating and unfunded debt from five per cent to three per cent of the capital stock paid in.

Fortunately, the monetary crisis was a short one, and at the close of the year those who were acquainted with the financial condition of the country had hopes of a return of prosperity.

Thus the Pennsylvania Railroad Company within ten years after the construction of its line was begun took the first step in the consolidation of connecting lincs, and inaugurated the policy which it continued to follow in the succeeding years!

1858. The year 1858 was the first calendar year in

the history of the Pennsylvania Railroad Com- pany during which that Company had full control of the transportation business between Philadelphia and Pittsburgh. During the five months of 1857 following the transfer of the State works on August I , the management had begun to organize the through business upon a systematic basis.

On January I, 1858, Thomas A. Scott assumed the duties of General Superintendent of the entire line.

At the meeting of January 6 the letter of resignation of George W. Carpenter, a member of the board, was read and accepted. This action was taken he stated " owing to a severe and protracted illness under which I am still laboring, and the directions of my physician to withdraw from all pursuits requi~ing great anxiety and exercise of the mind." Mr. Car- penter reminds the Board that he was " elected one of the members of the First Board of Directors," and that since that time he was " annually reelected until the present time, and during this long period no incident ever occurred to disturb the harmony and good feeling which has always existed in the Board, except on one occasion, under a former President, arising as I belive from the formation of an opposition ticket. This unpleasant circumstance has almost been for- gotten, and will soon be obliterated by the unerring .finger of time, and would not now be adverted to by me, except in the proper connection and explanation of this part of my letter."

At the same meeting it was decided that the issue of free tickets by the President be limited " T o the members of the Legislature,



when that body was in session; to the Gover- nor and the heads of the State Departments and the Canal Con~inissioners; to the heads of Railroad Companies, with \vhich this Cotn- pany had immediate business connections; to the Railroacl Con~mittee of the Councils of Pl~iladelpl~ia; to the Directors of the Penn- sylvania Railroad Company, and to the editors of Public Papers along the line of the road." All applications for free tickets, except as noted above, were to be laid before the Board for special action.

Since the openir~g of the road it had been the custom of the Company to make certain allowances for the fanlilies of employees killed in the service of the Company. At a meeting of the Board held on January 20 a report was read from H. J. Lotnbaert reciting "the facts connected wit11 the death of D. \Vilkinson. an en~ployee of the Company in the Canal De- partment. killed on the railroad near Bolivar on December I , 1857," whereupon it was decided "that a sun1 equal to three months salary of the late Denniston Wilkinson be paid to his widow as a subscription towards re- lieving her property of the debts upon it "; and "James Stackl~ouse, Junior, having lost his right foot in consequence of an accident received 011 April 22, 1857. while acting as brakesman on the fast line " it was decided at the same meeting " to pay for an artificial limb for him provided tlle cost of the same will not exceed the sum of one hundred dollars."

At a special meeting of the Board held Jan- uary 28 an election was held to fill the vacancy caused by the resignation of Mr. Carpenter. d < By unanimous consent the rules were sus- pended and the ballot dispensed \vith, and on motion of Mr. Butcher, Mr. Wistar Morris was unanimously elected ? Director of the Company to supply the vacancy."

At this meeting the Chairman of the Fi- nance Conlinittee stated that arrangements had beer1 made to pay the amount due to the State, " in coin as required by the State Treas- urer."

At the annual meeting of the stockholders

held February r , 1858, at Sansom Street Hall, Mayor \?aux occupied the chair.

The follo\ving resolutiot~s, introduced by Moncure Robinson, were adopted without dis- sent :

Resolved, That at tlie present and all future annual meetings of the Company a co~limittee of seven large individual stockholders, residing in this city, be appointed by the cliairnian to recornniend, after conferring with President, a ticket for Direc- tors, to be voted by the stockholders at the ap- proaching election.

Resolved, That the stockholders approve the ac- ti011 by the Board of Directors as regards the exposure of tlie names arid interests of, tlie shareholders. and tliat a hook containing thc names of tlie stockholders. with the number of shares held by each, be kept at tlie office of the Company for tlie convenient inspection of any stockholder.

Resolved. That tlie Board of Directors be and they are hereby instructed to reduce as early as practicable tlie indebtedness of tlie Company, other than tliat represented by pcrmanelit loans, mort- gages on real estate and ground rents, to an amount not exceeding three per ccnt. of the capital stock actually paid in, and thereafter to keep the indebtedness of the Company, other than that ahove specified, within this amount.

Under tlie first resolutioll the Chairman appointed the lollowing con~mittee: Moncure Robinson, Chairman, Stephen Baldwin, Alfred Cope, John I3. Myers, Joseph Yeager, Benja- min Gaskill and Joseph M. Thomas.

The new offices being almost ready for oc- cupancy 011 February 3, the Building Com- mittee reported that " the fourth story of the new office building had been rented to hiessrs. Toppan, Carpenter and Company, on a lease for five years from May I , 1858, at $I ,350 per annum."

At the meeting of the Board held Febru- ary 8 it was

Resolved, That tlie Directors representing the city of Philadelphia in the stock of this Company be and they are hereby requested, if they deem it expedient, to bring to the attention of the City Councils the question of tlie tonnage tax imposed on Ireiglit passing over the Pennsylvania Railroad.

Resolved. That a Committee of Three be appointed, whose duty it shall be to endeavor to procure the repeal of the tonnage tax imposed upon the freight transported on the Pennsylvania Railroad.


E F F O R T S TO R E P E A L T I I E T O N N A G E TAX, 1858. 365

Tlie President appointed Messrs. Megargee, I-Iulme and Butcher as the committee.

On February 8 the tllrougll trains ran for the first time from Philadelphia to Harrisburg without changing engines at Dillerville. The same clay the Directors decided that the Com- pany would agree " t o sell the loco~notive engines 01)tainecl from tlie State in the purchase of the main line of the State works, not needed for the use of this Company, for cash or securities as shall be approved by the Finance Committee."

After reading a telegraphic dispatch to the Board on February 17 the Conimittee on tlie Tonnage Tax were instructed to take suc l~ measures as they deemed expedient, to procure the repeal of tlie said tax and they were further authorized " to employ such counsel as may bc necessary to bring the subject to the attention of the people of this commonwealth."

At this meeting was read the preamble and resolutions relative to the transfer of the stock of the Lancaster, Pine Grove and Lebanon, held by tlie Pennsylvania Railroad, adopted by the former Company January 11, 1858, which was as follo\vs:

Whereas, Tlie Pennsylvania Railroad Co~ilpany has beconie the p r c h a s e r of the Pliiladelpl~ia and Colunibia Railroad Company, arid has now no further interest in thc construction of tlie Luicaster. Lebanon arid Pine Grove Railroad Company: therefore be it

Resolved, That this Company will accept the re- transfer of ten thousand shares of its stock subscribed for by the Pennsylvania Railroad Co~iipany. upon whicl~ five dollars per share have been paid. T h e said stock to inure to the reniaining stock- l~olders of the Company, together with all property in the possessio~i of the said Pennsylvania Kailroad Company belonging t o the Lancaster, Lebanon and Pine Grove Railroad Conipany, provided tlie Pennsylvaiiia Railroad Company releases this Conipariy from any arid all obligations o i every description that tliey may have up to this date. and provided further, that in tlie event of any legal dilficulty in tlie premises, the said Pennsylvania Railroad Company will guarantee to protect and defend the Directors of tlie Lancaster, Lebanon and Pine .Grove Railroad Company in their individual capacity against any action for damages that

may be brought against then1 in consequence of the re-transfer of said stock.

(Signed) T H O M A S T. F I R T H , Secretary of the Lancaster, Lebanon and Pine

Grove Railroad Company.

On February 17, 1858, the Board atlthorized J. Edgar Thornson to vote the stock of this Company at the nest annual election for Di- rectors of the Pittsburgh, Fort Wayne and Chicago Railroad Company, and upon :I1 questions that might arise at the annual meeting of tlie stockl~olders of that conipany.

hlr. Hulme made a report on the meeting at Chillicotlie, held on the tent11 of February, wliich was attended by sonie four or five hundred persons who were creditors of the Mari- etta and Cincinnati Railroad Company.

Mr. Hulme recomnlendecl that the Penn- sylvania Railroad Cotnpany carefully preserve its stock interest in the Marietta and Cincinnati Railroad Company, "not for its worth in dollars and cents, but for the value it might possess at some future day, in pro- tecting and securing tlie trade with South- western Ohio by connection with the Steuben- ville and Pittsburgh Railroad Company, instead of being diverted to a rival road. H e thought that " financial aid could only assist the management with its flirtation with rival roads, ancl a possible matrimonial connection." Mr. Hulme concl~~cles his report in the following words:

From the best inforniation I could obtain. and from my own pcrsotial observation of railroads in Ohio, I am of the decided opinion that it i s utterly uscless to afford financial aid to any of the railroads running west from Pittsburgh o r Wheeling, unless tliey are relieved of a great portion of their enor- nious load of liabilities and then placed under the full control and nianagement of the Pennsylvania Railroad Con~pany.

At the election for eight Directors of the Pennsvlvania Railroad Company, held on the first day of March, 1858, at tlie new office of the Company in Philadelphia, tlie following named persons were elected Directors: John Edgar Tliotuson. Washington Butcher, Wil- liam R. Thompson, Josiah Bacon, Thomas Mellon. John Hulme, G. D. Rosengarten, Wistar Moms and k J. Derbyshire.


THE PENNSYLVANIA RAILROAD COMPANY. 3a

At the meeting of the Eoard held March 3, J. Edgar Thornson was unanimously reelected President.

The Special Conitnittee of aid to tlie Pitts- burgh, Fort Wayne and Cliicago Railroad Company, niade a report dated Philadelphia, March 17, 1858, in wliich they informed the Board tliat " in considering this subject they had been inipressed with the importance of the completion of a line to Chicago to this Company, both as a shareholder in the work and as bringing into effective use a feeder which would constitute not only the shortest and best line froni tlie Northwest to Philadel- phia, but also to New York by the way of this cit;, and wliicli must result in a largely increased freight traffic." Tliey had been led " to the conviction that unless this line was completed this Company might abandon all expectations of receiving dividends from their investment in tliat road."

Tlie completion of that line was of great importance to the Pennsylvania Railroad Company from the fact that the Company was compelled, in order to sustain the road in an efficient working condition, to continue to it a large share of the southwestern business to the manifest injury of the popu- laritv of the route-inducing travel over it for Cincinnati, tliirtv-five miles out of its direct course. thus crippling tlie Steubenville and Indiana Road, the proper line to that district. in the success of which tlie Pennsyl- vania Railroad Company also had an important pecuniary interest.

It appears from the estimate of the engineer of tlie Pittsburgh, Fort Wayne and Chicago

The Pennsylvania Railroad Company had on hand, chiefly on the Allegheny Portage Railroad, old iron to the extent of about four thousand tons. " A portion of this, to fit it for use, would have to be re-rolled, the cost of wliicli and of the additional iron required to make up the six tliousand, five hundred tons, together with the necessary amounts of spikes, etc., would not exceed the sum of $zoo,ooo." Tlie Pittsburgh, Fort Wayne and Chicago Railroad Company proposed, in case this amount of iron and the requisite spikes should be assigned by the Pennsylvania Rail- road Company to the co~iipletion of their road from Plpmoutli to Cliicago, to pay therefore six hundred of their first nlortgage bonds of one thousand dollars each-these bonds being part of an issue of ten million dollars made to finish tlie road and fund tlie bonds issued by tlie several companies whose roads had been consolidated into the one line.

These securities therefore represented a part of a lien of less than twenty-two thousand dollars a mile, amply supplied with rolling stock, after all previous liens had been covered.

The Committee did not recommend that this aid be extended until it was fully ascertained that means could be obtained to conlplete the whole line. They had full confidence that when completed the road would, i f judi- ciously managed, be enabled in a few years lo begin the paynent of regular dividends to the stockholders, and in consideration of the advantages of its conipletion to the Company, concluded to recommend to tlie Board the adoption of tlie following resolution, viz.:

Resolved. That the Directors of the Pennsylvania Railroad Con~pany acknowledge the important ben-

Railroad Coni~anv, that in addition to the efits that would result to this Company by the com- . - cost of iron rails alld spikes, the sum of three ' pletion of the road of the Pittsburgh, Fort Wayne

I and Chicago Railroad Company to Chicago, liondred and thousand was I whereby the connection and business of both roads needed the road, and that the would be greatly enhanced, and that it is disposed. amount of iron necessary mas eight thousand so far as it lies within its power and authority, to five hundred tons, of which two thousand tons aid in the completion to the extent of supplying

had already heen deliverecl at ~ ~ l ~ d ~ and the iron rails, spikes, frogs and switches that may be required. the funds advanced for that purpose to

Chicaf?'* upon which the duties \'ere unpaid. , be applied to tile object named and to none There still remained six thousand five bun- , other, provided it is satisfactorily shown that such dred tons to be procured. I aid, together with that rendered b y bondholders or


ORGANIZATION O F T H E CANAL DEPARTMENT, 1858. 367

other interested parties, will secure the full and en- i The followillg comnlunication from the tire con~pletio~r of the road, and provided further, Chief Ellgineer of the Canal Department was that the financial affairs ol the said Pittsburgh, read: Fort Wayne and Chicago Railroad Co~upany are first placed in a more satisfactory condition, and that the management of said road be first placed under the control ol the President and the Directors 01 the Pennsylvania Railroad Company. and so continued for such a term of years as they (the Presi- dent and Board of Directors of the Pennsylvania Railroad Company) rnay elect, the time to insure a full gnaranty of the increase of the stock to at least twenty-five dollars per share, and, further, to guarantee the reimbursement of all advances that nlay hereafter be made.

The report was signed by William R. Thon~pson, J. Edgar Thomson, John Hulme, G. D. Rosengarten, Wistar Morris, Cominit- tee.

The Board adopted the report and resolution of the Special Coinmittre on aid to the Pittsburgh, Fort \Vayne and Chicago Rail- road Company, and appointed a Committee to confer with the Directors of that Com- pany, with the understanding that any arrangements that might be agreed upoil between the Pittsburgh, Fort Wayne and Chi- cago Railroad Company and this Committee should not be binding upon this Company, until submitted to and ratified by the Board of Directors of the Pennsylvania Railroad Company.

In March, 1858, the use of on~nibuses and drays was dispensed with and after that date all trains arrived and departed at the " Union Depot," Pittsburgh.

The Committee " on aid to the Pittsburgh, Fort Wayne and Chicago Railroad Com- pany " on April 11 subniitted a form of agreement that was adopted by the Roard. It will be found in the Appendix.

This agreement was approved by the Board and the President was authorized " t o sign it and attach the seal to the same on behalf of the Pennsyivania Railroad Coinpany as soon as he is satisfied that other means are provided for the purpose and sufficient to grade and complete the road."

Philadelphia, April 8, 1858. To the President and Directors 01 the Pennsylvania

Railroad Company. Gentlemen.-In accordance with the organization,

I hereby nominate for your approval the following officers for duty in the Canal Department.

The rates of pay affixed are, with one exception, as low as they can be placed to command the active services of reliable men.

GENERAL OFFICERS. Thon~as T. Wierman, Resident Engineer, with

general charge of the whole line from Columbia to Pittsburgh, 285 miles, and the special charge from Huntingdon to Hollidaysburg, 36 miles, at one hundred and fifty dollars per month.

William T. Burns, Superintendent, with special charge of the line fro111 Columbia to Hollidaysburg, distance 146 miles, at one hundred dollars per month.

H. A. DuPuy, Superintendent, wit11 special charge of the line from Johnstown to Pittsburgh, distance 103 miles, at one hundred dollars per month.

The above payments per month for and including all expenses incurred by the parties for house hire, horse keep and travelling on canal business.

These nominations were unanimously confirmed by the Board.

In accordance with the report of the Road Committee made on April 28, it was agreed'by the Eoard that the Company would lease to the citizens of Newry, Blair county, under contract, that portion of the Allegheny Portage Railroad from Duncansville to the point of connection of a proposed new line, for a nomi- nal rent, and furnish freight cars for all trade that might offer, "provided the said citizens and others associated with them will agree to conlplete the proposed new line within twelve months thereafter and keep the same in good order."

The Board on May 24 decided to revise the organization of the Legal Department. The Committee had given the subject full consideration and submitted a form of organization, which was adopted.

The following is the plan of organization:


TI-IE P E N N S Y L V A N I A R A I L R O A D COAIPANY. 368

L E G A L D E P A R T M E N T . ! The wide passenger cars were first used on T h e legal business o f the Coli~pany sllalI be c o w the main line 011 July 18, 1858, alld were rull

mitted to attorneys in the following counties, who froln ~ ~ , i l ~ d ~ l ~ ~ ~ i ~ to ~ i ~ ~ ~ b ~ ~ l ~ ,,,ithout sliall be known a s Solicitors of the Pennsylvania Railroad Con~pany. change. On the same day it was announced

Philadelphia, Delaware, Chester, hIontgoniery, ' that " a snlokiW car has been attached to Lancaster. Dauphin, Perry, Juniata, hIiHlin, Hunt- each througll passenger train and one of ingdorl, Blair, Cambria, Westmorelarid, Indiana. Woodruff's sleeping cars to of the fast Allegheny and Arnistrong. with such additional lille and express counsel a s the Board may from t ~ m e to time direct. The solicitors will be appointed by the Board of The agreenient made on the 7th of March,

~ i ~ ~ ~ t ~ ~ ~ , and shall be respollsible for all with Messrs. Wilson and Steele in reference matters in this department, and give their personal to the connection of the tracks of the Com- attention, SO far as may be practicable, to the legal pany wit11 the Plliladelphia and Reading Rail- business of the Company. road at Harrisburg, was approved at a meet-

The total valuation of the Pennsylvania ing of the I h r d held on August 4, pro-

~ ~ i l ~ ~ ~ d c ~ ~ ~ ~ ~ ~ ~ ~ - ~ ill pllilatlelpllia vided that a satisfactory arrangement could be

for year r858 amoulltetl to $ 5 3 6 . b and made with the Philatlelphia and Reading Rail-

the sum expended for taxes ,,-as $Io,5go.05. road Company in relation to the claim of this

The Special Colnmittee to wllicll \\,as refer- Conl~any for danlages in collsecluence of an

red tile release of tllc company from suit error in the level and mitre sill in building the

by the State, reported on June 23 that after lock On the at Harrisburg.

cc)nsultation wit11 Mr. Cuyler, Solicitor, as to The General Superintendent was authorized

\{rllat steps s~loultl be taken to dissolve the 0" '"~ust 1 to establish a ticket agency a t

injunction restraining the Company from re- \Vest Philadelphia, and the nomination of

llloving iron rails on the portage ~ ~ ~ d , James Cowden. then ticket collector at that

they had decided " to refer tlie matter to the l'oint* was confirnled. \'ire-Presitlent to consult with the Attorlley At a nleeting Board On August General, with power to act." 18, a memorial to the Select and Common

An extract from the report of the Vice- , Councils of the city of Philadelphia was de- President is here given: cidetl on, in which the city was requested to

I p a n t the Conipany the lease of the Dock Street Upon being clothed with authority to act in tlie

prrniises, I called upon his excellency. Governor IYharf for five years with the right " to make

Packer, on the rjtll illstant, and. aul,seque~itly. at ' inl~rovenlellts UP011 it as wodd he fo~lnd the suggestion o f the Governor. on the Attorney- desirable and tlecessary for the proper trans- General. I found these officers well disposed t o , action of the business of Conlpany." In- discontinue tlie suit, and after consultation it was I structions were also given to have the pro- proposed on the part of the Attorney-General to 1

disconti1lue the suit against the Company on their posed lease a plan giving a bond (with individual security to the corn- ( the proposed ilnprovernents submitted to the rnonwealtli in the sum of three hundred thousand I Board for their approval. dollars. divided into annual instalments of one hnn- I ~l~~ Board acceptetl tile ordillance passed dred thousand dollars each, due June 31, 1858, July b y the Select and Common Councils of the 31, 1859, and July 31, 1860. 1 city of Pittsburgh August 8, entitled " An

This bond was executed on the 15th instant Ordiliance changing the grade of Liberty with J. Edgar Thomson, Willianl B. Foster, 1 Street between M'ayne and 0'1-Iara streets," Jr., Thomas T. Firth, and James Magee as ) and agreed that the Pennsylvania Railroad sureties, and on the same day the Honorable I Company \\*auld fully compensate such owners John C. Knox, Attorney General, ordered the / and occupants of lots as might be injur- discontinuance of the suit. j iously affected by the change of grade, that


To PAILADELFEtA a BALTIMORE. Or to N m \-or!, Fi [tioston. VIJ I'hlladelpfua,

lB T H E C A M I . A h BY AHI' O T H E R IlnTlTF-

THE PENNSYLVANIA CENTRAL ROAD ,.., "..."...I...E, V I .I.. "I a,....,.

. r ' a -11 UUP - M mm-n W V ~ ~ J T B ~ C K urn- .OU

Card Poster, printed in red and blue, advertising Pennsylvania Central Railroad and collnections ior Ncw York. Philadelphia, Baltimore and Washington. and all \.Vestern Railroads. Signed, Thomas .i. Scott. General Superintendent, Altoona, Pennsylvania; L. L. Maupt, General Ticket Agent, Phila- delphia; W. H. Holmes, General Western Agent, Chicago, Illinois. Issued 1858.


P A S S E N G E R T E R M I N U S L O C A T E D A T W E S T P H I L A D E L P H I A , 1858. 369

the total expenses of the contemplated change of grade and the repair of streets and alleys and of filling up the canal should be borne by tlie Company, and that the work s11oul~l be perfornled by the eniployees of tlie Com- pany, mtler the direction of the city of Pitts- burgh.

The \vice-President was at this meeting authorized to sign an agreement between the Company and the \Vyoming Canal Conipany, the Susquehanna and West Rranch Canal Companies, the Susquehatlna Tidewater Canal Company and the Baltinlore and Havre de Grace Tow Boat Company, by which all d these companies agreed to allow a dra\vback to be paid at the end of the boating season of that year of twenty per cent from the pre- valent rates of toll then charged on mineral coal passing over their respective lines and delivered at Baltimore or Richtnond.

The Board on September 15, referred the agreement entered into between the representatives of the New York Central, the New York and Erie, the Baltimore and Ohio, and the Pennsylvania Railroad Companies, on September I I , for ratification, and the Presi- dent was given power " to execute the same, if he should deem it to the interest of this Company to enter into such a contract."

It was llnderstood by the Uoarcl in ratif>hg this agreetilent, " that the Company does not surrender any of the advantages they possess in cheap transportation on the Ohio river."

The Board on October 13, authorized the President to dispose of the bonds of tlie Pitts- burgh, Fort Wayne and Chicago Railroad Company held by the Company as collateral security, and to pay off the floating debt of the Pittsburgh, Fort Wayne and Chicago Railroad Company with the proceeds of tlle sale.

The Real Estate Coninlittee made a report on the expediency of disposing of the prop- ert>? at 12th and Market streets held for station purposes to the effect that they were not yet prepared to recommend to the Board where in their opinion the location of a ' passenger depot in this city, that would afford the greatest accommodation to tlie traveling public

and be in harmon)- with the best interests of I the Company, should be made." - .

The following extract from the Committee's report is indicative of the careful consideration given to the question of deciding upon the site of the new passenger station which was finally located in \Vest Pliilatlelphia:

The largest portion of the property a t 12th and hlarket streets was purchased in the year 1853 for the purpose of erecting thereon suitable depots a s would be required for the proper accommodation o f the passengers.

1 . . . . . . . . . . . . . . / The lease of the present depot a t 11th and Market , streets expires on the first of September, 1859, and I could n o doubt be renewed on the same, if not o n

more favorable terms. The rent now paid is $9.300 '

per annum, and the taxes $1.307, amounting in all I to $10.67. There is not a suficient depth in this : depot to acco~nlnodate a full train on one track, , and is not a s well adapted for ou r business as a / depot as would be built expressly for our own con- , venience. 1 This Company owns a valuable tract of land im- ' mediately west of and adjoining the Market Street

Rridge. which possesses some advantages as a site for a passenger depot. By erecting it at this point, the heavy outlay for the purchase of ground in the built-up portion of the city \vould be avoided and the expense of hauling the cars across the bridge and into the heart of the city by horse power would be saved. This one item amounts to

The development of the passenger railway system t l~roughout the city must have an in~por tant bearing in determining where the most eligible site for our depot should be located. A site at Chestnut o r \Yillings streets, with a bridge over the river a t either of these streets would relieve Market Street of the vast amount of travel passing oker the present bridge. If a bridge is built a t Ridge Street and the railroad laid on that street, an excellent location would be afforded on the north side of Ridge Street imnlediately adjoining and west of the proposed bridge. I n that event. having the depot on the west side o l the Schuylkill river, it would be the policy of the Co~npany to establish an of ice in a central location in the vicinity o l the hotels where passengers could procure tickets and baggage checks. and for connectiorl with the depot by a passenger railroad. Another important considera-

I tion in the location of this depot on the west side of the Scl~uylkill river is that it would enhance greatly a large amount of unproductive property

a now owned by the Conlpany in that locality.


THE P E N N S Y L V A N I A R A I L R O A D COMPANY. . 370

. h o t h e r arrangement proposed is t o sell the present depot at 12th and Market streets and purchase the lot bounded by Market, Filbert, Oak and 15th streets. 122 feet front by 306 feet in depth.

Your committee merely mention these without any opinion as to the expediency o i selecting this particular location.

The successful introduction of the "dutnmy engine." by which steam power could be used in ou r streets would be of the u t~nost importance in enab- ling your committee to recommend a site t o be used for our terminal depot. These engines. as far as used by other companies, d o not seem to be a s yet of practical efficiency. Rfucl~ may be done, however, in their in~provement in the course of a few years.

Your committee are fully aware of the convenience afforded to the traveling public of having the depot in as central a location as can be obtained. There are many considerations to be borne in mind in determining this question, and your committee have merely offered these suggestions with a view to obtaining the sentiments of the Board, deferring a r e c o m ~ ~ ~ e o d a t i o n of any particular loca: tion as being best adapted to the necessities and interests of the Company, until the whole subject has had the most comprehensive investigation. All of which is respectfully submitted.

T H O M A S BIELLON, W I S T A R MORRIS .

The Board decided at their meeting Octo- ber 27 that whenever by death, resignation or dismissal of any employee, a vacancy occurred, no appointment (except a temporary one) shoiild be made by any of the heads of the Departments, without first obtaining the assent of the President, and no increase of salary should thereafter be made without first being confirmed by the Board of Directors.

At the same meeting the following basis of organization for conducting the business of the Company at terminal passenger stations was submitted by the General Superintendent and was adopted by the Board:

That the present ticket agents be given full charge of their respective stations, and be held responsible

depots. They shall preserve order, regularity and system in the discharge of duty on the part of those in the service of the Conlpany who are attached to their depots and who are connected with the business of the station, and shall use all proper means to avoid confusion and delays in receiving passengers and in receiving and delivering baggage. They shall use the telegraph and other facilities afforded by the Con~pany, and trace out and return to its proper owner all missing o r unclaimed articles of baggage. They shall keep the depot and its various premises in proper order for the comfort and convenience of passengers and for the security of baggage.

They will receive their instructions from the Gen- eral Superintendent, t o whom they shall make com- munications respecting their duties, excepting those connected with the departments of the treasury and Controller and Auditor.

They shall report to the General Superintendent all deviations from the rules and regulations of the Company by oficers o r other employees o i the Company. They shall use all means to secure traffic for the road, acting at all times with the view to accomn~odate the public and promote the best interests of the Company. The plan, a s submitted by the General Superintendent was adopted by the Board.

The General Superintendent at this meeting submitted a report on the United States Car Brake which had been referred to him by the Road Committee and stated that he could not recontmend the use of it by the Conlpany, but that, in his opinion, the use of the Loughbridge patent Car Brake would insure a higher degree of safety. The subject was referred to the President, and he was instructed to report to the Board the best terms on which he could obtain the right to use the Loughbridge Brake on all the cars of the Company.

John hiicDonald and Henry Bishoff were appointed by the Board on this day emigrant agents at Kew York city in place of L. Lorenz.

\;ice-President Foster was on October tor the transaction of all business connected there- 28, authorized by the Board to proceed to with. III addition to their present responsibilities I HarrisbLlrg '' to retllain during the ensuing they s l~al l make themselves familiar with the rules j session of tile ~ ~ ~ i ~ l ~ t ~ ~ ~ to represent and and regulations of the Company, and wit11 the duties of every employee whose duties bring him / protect the interests of this Company, with to their +ions and sllall require the prompt and ! the advice and concurrence of the President." efficient discharge of that duty at their respective I The sum of five hundred dollars was appro-


ROAD O P E R A T E D W I T H FREEDOM FROM ACCIDENT, 1858. 37l

priated " to be employed at his discretion in publishing and dissenlinating the arguments favoring a repeal of the tonnage tax imposed upon the Company."

The Board on behalf of the Company agreed to receive from the Tyrone and Clear- field Railroad Company in payment for the transportation of passengers and freight over the Pennsylvania Railroad and Canals of said Company, 60 per cent in cash ant1 40 per cent in the first mortgage bonds of the Tyrone and Clearfieltl Railroad Company, at par, provided that the amount of the n~ortgage should not exceed two hundred and twenty-five thousand dollars, and that the bondholders should have the absolute right or control in affixing the rates of freight on the Tyrone and Clearfield Railroad Conlpany in case of any default in the payment of the interest due on the said bonds, and provided further, that the amount should first be used for the conlpletion of the road near Phillipsburg.

The following nominations were approved by the Board on December 22: Thomas Moore, Ticket Agent, to be in charge of the Philadelphia Passenger Station, at a salary of one hundred dollars a month, and to be al- lowed two clerks, one at $75 and one at $45 a month, two baggage agents at $45 a month, five porters at go cents a day. John Stew- art, Ticket Agent and in general charge of the station at Pittsburgh, at a salary of one hundred dollars a month, with the assistance of two clerks, one at $fi~ and one at $50 a month, two baggage agents, one at $45 and one at $35 a month, one porter at go cents a day, and one dispatcher at the Union Depot, subject to the direction and control of the General Superintendent in accordance with the organization adopted on the twenty- seventh of September. At this meeting the Board decided that in order to furnish greater facilities for the transn~ission of freight on the canal, it would be necessary to increase the capacity of the canal from the junction at Duncan's Island to Colunlbia so as to give a uniform depth of five feet of water throughout, and the Resident Engineer was instructed

to submit an estimate of the cost of increasing the length of the locks to pass boats of one hundred and twenty feet in length on that portion of the canal.

During this year the road was managed with such system and care that a very small amount was paid out for damages to persons or property. In this connection the following paragraph from the report of Thomas A. Scott, the General Superintendent, is of interest:

Our trains have been run with great regularity and remarkable rreedoril front accident. We have carried during the year 1,012,803 first class, and 16,862 emigrant passengers without the loss of a single life; but one accident having occurred to our trains from which injury resulted to passengers. In this case three persons were slightly injured, whose clainis for damages were promptly adjusted for tlie sum of $1,217. In nioving 1,137,1@ tons of height during the year the total claim incurred for goods lost, delayed or damaged has been but $8,054.

Thomas A. Seabrook, resident engineer of the western division, resigned to accept the position of chief engineer of the Pittsburgh and Steobenville Railroad Company.

On December 22 it was decided to place the maintenance of way department from Philadel- phia to Pittsburgh under the supervision of one person, wl~o should have the title of resident engineer. His office and residence was to be at Altoona. The General Superintendent then nominated \V. Hasell \Vilson for this position, and the nomination was confirmed. On the 31st of December there were 209 locomotives on the whole Pennsylvania system.

Regarding the rails on the Portage Railroad, the following paragraph may be quoted:

During the year 1858 the iron rails on the Port- age Railroad which has been purcliased from the coninionwealtl~ were removed, as that portion of the road was no longer used for traffic, and these rails were transferred to the Pittsburgh, Fort Wayne and Chicago Railroad and relaid on that road froni Plynioutli into the city of Chicago, a distance of 82 miles. The amount of cash expended for the removal of these rails and for the new rails, spikes and chairs furnished to build the road aniounted to about ho,ooo, which amount was secured to the Con~pany by a pledge of $650,- ooo of tlie first mortgage bonds of the Pittsburgh,



Fort Wayne and Chicago Railroad Company. This road was opened through to Chicago on the 2jth of December. 1858, the Con~pany thus securing the through business from New York, Philadelphia, Baltimore and Washington to Chicago* and the

three nliles in length, was completed, through aid furnished by this Company.

Although tlie most severe effects of the monetary panic of 1857 had passed by the -

cities northwest thereof. 1 close of that year, yet the general stagnation

During tlie year an eight\--three-pou~icl T rail, five inches high, was laid between Bolivar and Blairsville, which, with the wrouglit-iron spikes, " makes a very perfect track, and wears out less rapidly than the sixty-four-pound rail with the ordinary chain connection."

Comparatively little work was done in tlie extension of the second track between Phila- delphia and Pittsburgh. About ninety miles were still operated as single track. In August the alterations of the tracks so that the wide cars could pass all the way froni Philadelphia to Pittsburgh were completed, and passengers were enabled to travel between those cities without change of cars. The tracks through the city of Pittsburgh were also finished, so that trains of tlie Cleveland, Chicago, Cincin- nati and Indianapolis lines arrived and departed from tlie station of the Pennsylvania Railroad at Pittsburgh. thus avoiding tlie inconvenience of onmibuses and the expense of drays for transferring freight.

The heavy U rail laid in 1853 between Sum- mit T ~ ~ n n e l and Altoona was found to be so badly worn that it was replaced during tlie year with an eight!,-three-pound T rail manu- factured by the Canibria Iron Company.

The revenue from passengers showed a decrease of $82,286 from the receipts of the previous year. Over $7,000 of this decrease was in the emigrant business, the total number of enligrants carried being 16,862, whicll was less than the previous year. It should be borne in mind in this connection that the number of imnligrants arriving at Atnerican ports in 1858 was less than half the number landed on our shores in 1857.

The total revenue derived from all sources during 1858 reached the sun1 of $5;185,000, and the expenses were $3,022,000.

The Tyrone and Clearfield Railway, twenty-

of the business of the country continued to sonie extent during the year 1858. The Di- rectors, in pursuance of the policy indicated, had, during the year 1858, reduced the floating debt unfunded to below three per cent of the paid capital of the Company. Indeed, it was stated that the floating debt due Decem- ber 3 1, I 858, was " practically extinguished, as the resources of the Company immediately available were ample to meet it at any time."

1859. At the first meeting of the Board in 1859,

held on January 5, "the nomination by the President of T. T. Wiernian, as Resident En- gineer and General Superintendent of the Canal Department to date froni January first, was unanimously confirmed. This appointment was made to fill tlie vacancy caused by the resignation of T. Haskins Dupuy.

At the same meeting a report was read by Mr. Wiernlan favoring the lengthening of the locks to pass boats of one hundred and twenty feet long.

13y resolution adopted at the adjourned annual nleeting of the stockholders held April 6, 1857, the Board of Directors were requested to inquire and report on the subject of fixing a terminus of the Pennsylvania Railroad on tlie Delaware river, the matter being referred to a special Committee of the Board. No action was taken on this resolution until the Board agreed upon certain recommendations at the meeting held January 26, 1859, the delay being occasioned by the financial crisis through which the counlry passed in 1857-55. This report stated that the cost of moving tlirougli tonnage fro111 IVest Philadelphia to the Dock Street Wharf on the Delaware river, over the imperfect railways laid on Market and Third streets, was twentyfive and a half cents a ton. The limited facilities at West Philadel-


LE.4SE O F T H E WEST CHESTER R.41LR0.4D. 1859. 37 3

phia for the coal and lumber trade were a detrin~ent to the development of those branches of business. The coal business was so re- stricted that a trade exceeding ~oo,ooo tons a year could not be acconmodated, while the transportation of large quantities of live stock \vas prevented by the fact that shippers were obliged to drive the anin~als through the business streets of Philadelphia in order to reach the freight lines to New York. The proposed extension to the Delaware would, it was thought, relieve these crowded thoroughfares of the cars and teams of the Pennsylvania Rail- road Company east of the freight station at Thirteentl~ and Market streets, thus allowing the Company to increase the accomnlodations for the Philadelphia local business by with- dra\ving the through trade from that station.

.4t the annual meeting of the stockholders held February 7, the report of the Board of Directors, which was presented, stated that in opinion " the Conlpany could not accon~plish the object of its construction until connection was effected with tide water on the Delaware at some convenient point." \vhereupon the f01- lowing resolution was adopted:

That the Board of Directors of the Pennsylvania Railroad Company be and they are hereby authorized to select the most eligible location on the Dela- ware river for a terminal depot, to be reached by locon~oti\-e steatn power, and to cause the extension oE the road to the said river to be con~pleted at the earliest practicable period.

By another resolution the Board of Direc- tors were requested to advertise in the daily papers of Philadelphia fur propositions from property holders " wiih drawings and price of property " on the Dclaware river front " between the mouth of the Schulykill and a point two miles above Richmond," thesc propositions to be submitted at the office of the Con]- pany on or before April 30, 1859. The stockholders also authorized the Eoard " to select the most available routc and terminus on the Delaware which they d t ~ n l c d most to the advantage of the Company, either above or be- ~ O \ V the Navy Yard." These resolutions were passed by a vote of IOI to 26.

In the course of the year the chief engineer of the city of Philadelphia made a report upon the various routes to the Delaware river, which was published and distributed to the stockholders of the Pennsylvania Railroad Corn- pany, and after the matter was thoroughly tliscussed it was clecitlccl to locate the terminus at the foot of \\'ashington street, inmediately above the Kavy Yard. Every mernber of the Board but one believed fully that " the place selected is under all the circulnsta~lces the best adapted to the purposes for which a river ternlinus is required." The route adopted also afforded the advantage of a connection, by a short branch, directly with the city gas works, as well as a connection with the Phila- delphia. IVilmington . L I ~ Baltimore Railroad cast of the Schuylkill, b ~ . which a con~lection with the latter road at tlie west end of Gray's Ferry bridge was made practicable.

It was announced :o the members of the Eoard on February 21, 1859, that Messrs. Joseph N. Thomas, Benjalnin V. Curtis, and Horatio C. Wood had been elected as Direc- tors, by the Select and Conln~on Councils of the city of Philaclelphia.

Samuel Megargee was unanimously chosen a nlen~ber of the Board on the part of the individual stocliholtlers. The new Directors for the year were certified at the meeting of March g, at which time also J. Edgar Thorn- son was unanimously re-elected President of the Conlpany.

The resignation of Joseph N. Thomas, a Director in the Company, was presented and accepted.

At the Coartl n~ecting hvo weeks later a report was read fro111 7'. T. \Vierman (Resi- dent Engineer and Gmrral Sul~erintende~~t of the Canal Department). relative to the destruction of the Clark's Ferry bridge.

The lease of the Chester Railroad was Wree- considered on April 6, the Board finally a,

ing to the resolution " that the agreement with the \\lest Chester Railroad Company is approved by the Coartl of Directors, except that clause referrinp to the through train on



Sunday, and that it be suggested to the Presi- dent to have this clause stricken out."

A meeting was specially called for April 1 1 , 1859, to take action in reference to constructing a railroad over the Susquehanna river bridge to Daupl~in. A plan of location niacle under the direction of 141. Hasell w i t son, Resident Engineer, was sulmitted, and Mr. Wilson was directed to cause tlie work of constructing the proposed railroad to be

in such manner as shall always give to Philadelphia the advantages due to its proximity to the West.

On April 20 the attenti011 of the Board was given to tlie managen?cnt of tlie canals. In the course of tlie pro<i.cdings it was ordered that tolls on all anthracite coal cleared on any point of the MTyotnirig Canal, tlie North Branch Canal, and tlic Susquehanna Canal and passing on tlie tilzin line eastward, or that coming over the l\'isconisco Canal, shall

commenced immediately in accordance with the plan of location submitted.

At this same niezting the determination of the Directors to carry out the policy expressed at tlie time of incorporation is mani- fested in the following resoliltion which was unanimously adopted :

Resolved, That the officers oi this Company be and they are hereby authorized to meet all cotn- petition that may arise for the trade and travel between the East and West, and to adjust the rates

be charged at tlie rate of four cents a ton to all points below l'ortsnlouth, and on all points above, rz cents n ton of 2,000 pounds. The expediency of lengtl?ening the canal locks was again considered, but the Board determined that tlie change should be postponed for the present.

The subject of closing the canal on Sundays was referred to tlie Resident Engineer and General Superintendenr for examination and report.


ALTOONA BENEFICIAL ASSOCIATION, 1859.

The claim of the State against the Com- pany " for the tax on the capital stock of the Company, prior to the comm&cement of the payment of dividends " was disposed of on June I, 1859, by directing the Finance Com- mittee to settle the claim of the Common- wealth " on the best ierms he can obtaill for the interest of the Con~pany."

The meeting of the Board of Directors held on June 15 is especially worthy of notice, as on that day the first official recognition was given to a system of co-operative aid among the employCs which has since been developed into that useful organization now known as

three trustees whose duty it should be to invest and take care of such funds and the accumulations wl~ic l~ might from time to time be appropriated to the trustees by the Board of Directors.

President Thomson, William R. Thomp- son, Chairman of the Finance Committee, and Thomas T. Firth, Treasurer, and their successors in office, were thereupon appointed trustees.

General Superintendent T. T. Wierman reported on June 15, in reference to closing the canal on Sunday, that it was his belief that the maiority of the nlen interested on the

Switch Rails of Cast Iron laid 011 the Pennsylvania Railroad near Witmer, Pa. 1859.

the Relief Department of the Pennsylvania Railroad Company.

The minutes state that-

A report was presented in reference to the Altoona Beneficial Association, and the iollowing

resolutions were submitted and adopted: Resolved, That alter the first day of July, 18j9,

this Board will make no special appropriations to employees in the shape ol pay for loss ol time by sickness or injury.

Resolved, That an appropriation of $300 be made as immediate aid to thc said Association.

Resolved, That an annual payment be herealter made in the n~ontll ol January by this Company to said Beneficial Society of two dollars per head pro rata for every' good member of said Society who has paid his annual lees in lull as levied by the said Society up to the first of January of each year herealter until further ordered.

In the middle of June it was decided to create a "sinking fund" for the retirement of the second nlortgage bonds, and to appoint

canals did not desire them closed on that day. The reconanendation that the canal remain open was agreed to with two dissenting votes.

The Road Conmittee presented on the 7th of September certain resoldions which had been adopted by the Camden and Amboy Railroad Company, to the effect " That the Conlpanies between Philadelphia and New York agree to prorate with the Pennsylvania Central Railroad Company and its connections westward on passengers between New York and Philaclelphia the distance to be 130 miles, and Philadelphia to Pittsburgh 360 miles, on which the whole fare of the passengers is to be prorated by the above Com- panies."

This was adopted as the verbal understanding between Messrs. Stockton and Thomson, the Presidents of the two companies.

On this same date the General Superintend-



ent nominated Charles E. Pug11 to bc agent at Newport in place of \Y. W. Bircholder resigned.

In co~icluding tlie business of this session of tlie Directors authority was granted to tlie ]'ice-President to arrange with the Allegheny Mountain Health Institute to convert one- half the aniount of the mortgage on the Cres- son property into stock, provided the sum of $12,500 additional was subscribed, to be expended upon improvements on the property.

Two real estate changes involving large sums of money were decided upon in the course of the last two meetings in November. I t was determined to sell the lot of ground on tlie soutllwest corner of 12th and Filbert streets, which fronted 187 feet on 12th street, and 240 feet on Filbert street, for the sum of $200,000, on bond and mortgage and ground rent to be agreed upon.

Cast-iron Frog No. 6, laid on Pennsylvania Rail- road near Paoli. 1859.

On November 30, the sale of a portion of the lot at 12th and PvIarket streets in consideration of one lruntlred thousand dollars was also agreed upon.

The Board on this same date confirnied the iiolrrination by the General Superintendent of Andrew Carnegie, as C~~perintentlent of tlie Western Division in place of Joseph D. Potts, resigned.

Certificates of the election of Samuel T. Bodine, John M. Kennedy and Benjamin T. Curtis as Directors on the part of the city of Philadelphia were presented at the meeting of the Board on November 30.

On December 6, 1859, the death of Benja- min T. Curtis, a Director of this Company,

was announced, and suitable memorial was presented and adopted.

The Finance Committee reported that under power to act, they had adopted the following resolution :

Resolved, That the Pennsylvania Railroad Com- pany will agree to receive from Messrs. Wood, hlorrill and Company twenty thousand dollars un'der date of Map 12, 1859 at par, ill payment of freight due to the Pennsylvania Railroad Company after 12, 18 and 24 months from the completion of the Tyrone and Clearfield Railroad Company with certain provisions.

The Road Committee was authorized on December 20 to secure from the Philadelphia, Wilniington and Baltimore Railroad and the West Chester and Philadelphia Railroad Com- panies the best terms possible for the use of their roads. The committee was also autlior- ized to ascertain the amount of property required at the Delaware river terminus, and if

Cast-iron Frog with Wrought-iron Tongue, laid on Pennsylvania Railroad near Witmer, Pa. 1859.

satisfactory terms could be obtained make arrangements to have the work carried out.

Tlie Road Committee reported on the 28th in regard to tlie proposed contract between the Pennsylvania Railroad Company, the Phil- adelphia and Reading Railroad Company, the East Pennsylvania Railroad Company, and the United Railroads of New Jersey that the true policy of tlie Pennsylvania Railroad Com- pany consisted in cultivating harmonious action and friendly intercourse with all connecting roads that may add to its business and profit. That the prosperity of the State of Pennsylvania and principally the cities of Phil- adelphia and Pittsburgh, as its principal points


F R E I G H T W A R B E T W E E N RTV..\L RAILROADS, 18jg. 377

of business was essellrial to the success of the dollars to herself and rivals without attaining her

pennsylvania ~ ~ i l ~ ~ ~ d company, and t b t object, beyond ten~porarily destroying the uni- f o r ~ ~ ~ i t y of these differences in rates. the diversion of a large amount of trade

around and from Philadelphia, is a question of The management of the Colu~anY continued

such import, not ollly to the Pennsyl- to steadily increase its transportation facilities

vallia Railroad Company, but to the city of and to improve the acco~nmodations in the

Philadelphia and the State at large, as to re- cars and Passenger stations-

quire the most deliberate consideration before Tllese efforts were colllnlented Won by the

being carried out. It \\,as believed that just d4i~~rr ican Railrood Jorrrtral, in the issue of J L I I ~ and equitable arrangements on the part of all 12, \vhich says:

interested, and particularly on the part of the The railroad is sparing neither expense nor labor city of Plliladtlpllia ill rendering every facility in providing the necessary facilities for their largely

to ~ ~ ~ ~ ~ ~ l ~ ~ ~ i ~ ~ ~ i l ~ ~ ~ d c ~ ~ ~ ~ , ~ ~ ~ ill aid increasing business. Warehouses and conlmodious freight depots are bring erected. The wyoden of a Delaware terlllinus to be reached by bridge at alill creek is superseded by iron one.

steam power, the trade could never be diverted within a tinle the c~~~~~~~~ commence from its existing legitimate channel. The straightening the track and tearing down old build-

Peunsylvar~ia Railroad Standard Track. 1858. Hemlock Tie, 7 feet long, 8s8 inches.

contract was laid on the tal>le, as the New ings in Lancaster preparatory t o erecti t~g a new Jersey Central Railroad Company had within city-

The work is under the supervision of J. C. Sharp- drawn from the agreement. less, .4ssistant Engineer of the Company. All the

A meeting nf was then buildings are beautilul and substantial. The rnan- - ordered for the purpose of determining the ; agement know how t o please the public.

route of the line to the Delaware river and the furthering of the work at once.

The freight mar which was carried on between the various rival companies during the year 1859 is thus alluded to in President Thomson's report for that year:

During the past year the New York Central Railroad Company in a n unreasonable (if sincere) effort t o bring the rates to and from New York to the same level with those of Philadelphia and Baltimore, sacrificed hundreds of thousands of

Daring the year 1859 a number of dwelling houses on Thirteenth near Market street, Phil- adelphia, were purchased and removed preparatory to the enlargement of the freight station at that point.

Passenger stations at Pittsburgh and Lan- caster had been erected, and the branch to the Delaware river was in course of construction.

The General Superintendent was directed to prepare plans and estimates of the cost of erect-



pectation of its completion by the beginning of the year 1860.

This was the first complete calendar year that the Pittsburgh, Fort Wayne antl Chi- cago Railroad Company was in operation, and the connection with Chicago resulted in increased revenut. The floating debt of the Company, which consisted of the aggregate debts of the three conlpanies composing the consolidated lines between Pittsburgh and Chicago was much larger at the date of consolidation than prudence justified, so that the first mortgage bondholders applied to the United States District Court for the appointment of a receiver. This action was con- curred in by the Pennsylvania Railroad Com- pany.

ing at Altoona suitable dwellings for the use I pl~ia, aireraged about thirty-six and a half of the Resident Engineer and Superintendent pounds a mile. of the Middle Division. He was further di- I The introduction of gas for lighting the in- rected to submit plans for such additions as : teriors of the passenger cars was adopted by \ \ odd be necessary in order to concentrate at the C o n ~ p a ~ ~ y during ~11is year and this means Altoona the heads of the operating depart- , of illumit~ation was considered to be a decided

Wood Checks used by Storekeeper. 1859.

ment, and to enable the General Superinten- dent to secure more immediate control of the road.

An extension of the railroad of twelve miles between Bedford and Broad Top was put un-

Experiments made during the year with coal burning engines, tle~no~lstrated their entire practicability, so that the substitution of bituminous coal for fuel on all locomotives instead of wood was decided upon, it being estimated that the change would save over fifty per cent in fuel consumption. It w7as found that the consun~ption of Broad Top coal on the line between Harrisburg antl Philadel-

improvement over the method heretofore employed.

The battle between the locon~otive and the rail, the history of which is quite similar to the conflict between the armor and guns in

-- Joint and Rail of 1859.

der contract early in June, 1859, with the ex- the Navy, had already begun on this railroad

- R r B G S . t a a n 1

Pennsylvania Railroad btandard Track. 18jg.

in 1859. President Thomson in his annual report called attention to the fact that-

T o attain high speeds, heavy and powerful locomotives must be used, and additional safeguards rendered necessary to conipensate for the increased risk involved. The destructive effects of these heavy n~achines moving at high velocities can be readily appreciated by every one, and it is therefore a matter of surprise that railway managers should


G R O W T H I N MILEAGE O F AMERICAN RAILROADS, 1850-60. 379

persist in this practice. This Company cannot, however, reduce the speed of its trains, o r advance its through rates, and retain its customers while its chief competitors continue t o insist upon an adverse policy.

The necessary safeguards were already being provided.

The Loughridge car-brake, worked by the engineer on the loconlotive, was, during 1859 introduced on all through passenger trains, and in speaking of tliis matter tlie General Superintendent says: " All trains running at high speed should be provided with tliis brake, or some similar device, that will place the absolute control of the train in the hands of the engineer. Such improvements tend :o render tlie working of great thoroughfares safer for the traveling public. All practical improvements that tend to promote the comfort o r safety of our patrons, will be duly considered and adopted."

During the year tlie heavy U rail was taken out from the curves of the eastbound track on the eastern slope of the Allegheny mountain and the eighty-three-pound T rail was put down in its place.

The only portion of single track which. remained at the close of the year was from Rock- ville to Newport, and from a point west of Lewistown to Barree, making a total of fifty- six miles of single track on the Middle Divi- sion. The Western Division was double track throughout, except sixteen and a half miles between Johnstown and Lockport. Thus of the 356 miles between Philadelphia and Pitts- burgh, double track had been laid on 283 miles of the distance by the end of 1859.

An increase of nine per cent over the year 1858 is to be noted in tlie number of passengers carried in 1859; of the 1,137,000 carried 14,359 were registered immigrants destined to points west of Pittsburgh.

A large number settled in Iowa and Kansas. Of the whole number 7,620 landed in New York, " and chose the Pennsylvania Route as the most econonlical and expeditious." The entire number had with them 387,656 pounds

of extra baggage, for which additional charge was made.

The emigrant business was distributed through the year as follows:

MONTH. NUMBER. MONTH. NOIMER.

January, 712 July, 1041 February, 870 August, 1 1 5 1

March, 1328 September, I 237 April, r 380 October, I 256 May, 1854 November, I 256 June, 1393 December, 880

During the year 1859 competition between the New York Central and Erie Canal reduced the earnings from freight so that they "did not correspond with the increased tonnage of tlie road." The recovery of the manufacturing and agricultural interests after the panic of 1857 continued to be slow during the year 1859, but the earnings of the Company reached $5,362,000, the expenses being $3,13 I ,000. The passenger mileage reached 54,800,000 miles, an average of thirty-seven and a half miles per passenger, I#j9,000 being carried; and " notwithstanding the large number of passengers carried over the road, not a single life was lost." The total tonnage moved was 1,240,ooo tons, of which 422,000 was coal. The conditions were such that while the Eoard was not enabled to declare three per cent semi-annual dividends, they " had a balance sufficient to justify the creation of a sinking fund for tlie redemption of tlie second mortgage bonds of the Company."

-1860. The fourth decade of the American Rail-

road era began with the year 1860. During thirty years, in which the extent of the railroads in the United States had steadily increased to 30,794 miles (three-quarters of which had been built since 1850) the projec- tors and constructors of railway lines had succeeded in securing the co-operation of capitalists to the extent of 1,150 millions of dollars in the construction of railways to connect the more important centres of commerce.

The growth in population of the principal


THE PENNSYLVANI.4 RAILROAD COMPANY. 380

cities of the union connected by the chain of railways in which the Pennsylvania Railroad was an important link was as follo\rs accord- / ing to the United States Census: 1

New York . . . . . . ... . . -515.47 Philadciphia . . . . . . . . . .340,045 Baltimore . . . . . .. . . . . . . 169,054 Washington ... .. ... .. . 40,m1 Pittsburgh . ... .. . .. .. . 46,631 Cincinnati . . . . . . . . . . . . 1 15.436 Louisville . . . . . . . .. . . . . 43,194 St. Louis ... ......... . 77,860 Chicago ............. . 29,963

property required will justify the expenditure necessary to bring the ground to the level of the railway," and from which point "the cars will be taken by loconlotive power."

In order to secure a convenient connection with the Southern railways the Board of Di- rectors on January r I authorized President Thomson " to proceed as early as practicable, to have a location and a careful estimate made of the extension of the Pennsylvania Railroad in West Philadelphia to a suitable point of connection with the Philadelphia, Wilming- ton and Baltimore Railroad east of the

PEXNSIII.VBNIA RATIAOAD ENGINI;: No. 145.

S-\VHEEI. 13RASI)T FREIGHT LOCOMOTIVE TIU1I.T IN 1860.

The in~portance of locating terminal stations 1 where convenient transfers could be made between the arriving and departing trains on the different in~portant railroads centering in a / large city was fully recognized by President 1 Thomson and his advisors. I

The introd~~ction of street cars in Philadel- / phia during the years 1858. 1859 antl 1860, 1 by which the speedy conveyance of passen- 1 gers to 11-est Philadelphia was made possible, ; led the officers of the Pennsylvania Railroad Company to locate their principal station on i

the west side of the Schuylkill river " on the , flats adjoining the Market Street Bridge, / where the comparatively small value of the

Schuylkill river, antl also to have immediate measures taken to secure the right of way, and the construction of a temporary connection wit11 the Philatlelphia, Wilmington and Bal- timore Railroad west of Gray's Ferry Bridge."

The recommendation of H. H. Houston, that an office be established in the business center of the city where the public could con- veniently obtain information concerning passengers was also favorably considered at this meeting.

The panic of 1857-58 had resulted disas- trously to several of the rail\vays west of Pitts- burgh in which the Company had a pecuniary interest.


DEATH UF WILLIAM B. FOSTER, JR., VICE-PRESIDENT, 1860. 381

The Pittsburgh, Fort Wayne & Chicago Railroad Company was at this time indebted to the Pennsylvania Railroad Company in the sum of $600,000; twelve hundred thousand dollars of bonds of the fonuer company being held by ilie latter as security for the payment of the principal and interest. At a meeting called for January 3, I&, the Presi- dent stated that in a suit pending in the Cir- cuit Court for the Northwestern District of Ohio, wherein Charles Moran, Louis A. Vonn Hoffmann, and John Ferguson were the com- plainants, a decree was about to be entered calling for the appointment of a receiver, and providing, anlong otlier things, that all funds which should be in his hands from time to time, not needed for other purposes specified, should be applied as follows:

First.-To the paynlent of the interest on the first mortgage bonds of the several companies respectively, which were consolidated in the said Pittsburgh, Fort Wayne and Chicago Railroad Company.

Second.-To the payment of the interest accrued and accruing upon the said debt of the Pennsyl- vania Railroad Company.

Third.-To the payment o f the interest upon the bonds secured by mortgage (other than the first mortgage) executed by said original and consolidated companies respectively, according to otlier rights and privileges as shall hereafter he found and determined by the Court.

Fourth.-To the payment of a part of said debt to the Pennsylvania Railroad Company.

A propositioil mas made that an agreement be entered into with the con~plainants to the effect that the Pennsylvania Company would allow the decree above mentioned to he entered within ten days, provided the receiver should make payment on account of the principal and interest of their debt from time to time as he might he able. and provided the decree should stand and be in no way mod- ified by the court, then the Pennsylvania Railroad Company would not dispose of the bonds held as collateral; but if, on the other hand, the decree should not be entered within the specified time, or the receiver should refuse to make the payments, this agreement shouId

not operate to alter the condition of affairs which would have existed if it had not been made.

The proposed agreement was approved by the Board.

The President was requested on January I 7 to make a carefill location, " with an estimate of the cost of construction," for an extension of the road of the Company to connect with the Philadelphia, Wilmington and Baltinlore Railroad east of the Schuylkill river near the arsenal.

At the annual meeting of the stockholders held February 6, 1860, at which the thirteenth annual report was presented, the President was directed to nlemorialize the Legislature for an amendment to the charter of the Com- pany " providing that the city councils of Philadelphia alone shall have power to fill any vacancy in the city's representation in the Board of Directors."

The sudden death of William B. Foster, Jr., Vice-president of the Company, having occurred on the third of March, a special meeting of the Board was held on the fifth, when the President in a few appropriate remarks said that the meeting had been called in order that the Board might take suitable action on the solemn occasion. The following resolutions were adopted:

Resolved, That the Board of Directors of the Pent~sylvania Railroad Company have heard of the sudden and unexpected demise of their late col- league, Willianl B. Foster, Jr., the Vice-president, with profound sorrow.

The long and intimate relations existing between hfr. Foster and many members oi this Board. rip- ened into that personal friendship and esteem which will ever render his memory dear to then1 and per- petuate their recollection of his many virtues. As an officer he was courteous but exact in the per- iornlance of his duties. As a member of this Board his views were just, his counsels highly es- teemed and his manner of enforcing his opinions conciliatory.

Resolved. That in the death of Willianl B. Foster, Junior. this Company has met with a loss difficult to replace. and the members of the Board a col- league for w11om they had unbou~~ded confidence and high esteem.



Resolved, That this Board deeply synipathizes 1 Ill the spring of 1860 the rival political with the bereaved children and relatives in their u,ere engaged ill the contest sadness, and that the Secretary be instructed to furnish them with a copy of these resohtions. ! led to the nomination and election of Abra-

Resolved, That tlie Board will attend the hcneraI I ham Lincoln as President of the United service on Tuesday, the sixth instant, and that the 1 States, one in a series of events finally President be requested to close the offices on that .

I precipitated the war of the Rebellion. day as a mark of respect to tlie memory of tlie late I Vice-president of the Conipany. I At a meeting of the Board held on May 21 a

. .

When the Directors met on the aIst of March the rules were by conmon consent laid aside and the ballot dispensed with, and on motion of Mr. Butcher, Thomas A. Scott' was unanimously chosen Vice-president.

Following this action confirmation was

resolution was adopted in which it was stated that " it is proper to let it be fully and clearly understood that it is the settled policy of this Company to keep aloof from any political contest and to disapprove of any of its officers or einployees taking any active part therein."

. . FREE OC CRABGE oC TUC

Annual Pass, issued by Thomas L. Wallace, Agent, from Philadelphia to Harrisburg. Written and signed by Tlionias A. Scott, Vice-president. 1860.

given to the President's nomination of Elloch The report of the " line of the road laid Lewis, as General Superintendent, to fill the down by W. Hasell \\TiIson, to reach the vacancy caused by the promotion of Mr. I Delaware river by Prime and Washington Scott to Vice-president. to date from April 1. I streets, from where it crosses the Philadelphia

In anno~llcillg the death of M'illiam B. , \\Test Chester Railroad beside the Alms Jr-7 " Ivas first person elected 1 House and to where it joins the Philadelphia,

to the office of Vice-President of the Penn- wilmillRtoll Railroad, includ- sylvania Railroad Company," the President I ing

was agreed to May in his annual report says that " Thomas A. Scott, late General Superintendent, whose

1 A resolution was agreed to on June 15, ac-

experience, sound judgment and great cepting bonds to the amount of six hundred

energy of character have recommended him to / and the

the Board, was appointed to fill the vacancy." 1 Wayne alld C1licago Railroad Conlpany , in payment for the iron rails, &c., furnished

' Mr. Scott accepted the office on the 16th of then1 for the extension of their road from

April, 1860. Plymouth to Chicago.


MILEAGE A N D E Q U I P M E N T A T CLOSE OF 1860. 383

The nomination of Samuel D. Young as Superintendent of the Eastern Division, to date from May 21, 1860, in place of C. L. Roumfort who had resigned, was confirnied at tlie meeting of June 27, and on September 5 the approval of the Board was given to the nomination, by the General Superintendent, of Robert Pitcairn as Acting Superintendent of tlie Middle Division in place of Mr. Young, whose transfer to the Eastern Division took effect on the first of August, I&.

A contract for tlie erection of the Schuylkill bridge was awarded at this meeting to Messrs. Diller & Co~npany who agreed to perform the work for $40,000.

A new contract with the Harrisburg, Mount Joy and Lancaster Railroad Company was considered on September 19, when the sub-

ENOCH LEWIS, Qenl hperintmden~

committee recommended "that tlie stock of that Con~pany consisting of 21,742 shares at $50 per share, should be considered worth $1,087,roo, and the Company's present bonded mortgage, $I ,7oo,ooo."

Early in October the Committee on Real Estate was authorized to sub-divide the property at 12th and Market streets, into such lots as seemed advisable, and to receive proposals for the sale of all o r any part of them, and report to the Board.

The attention of the Directors was called on November 3, to the question of a satisfactory basis for the interchange of passengers and freight with the Camden and Amboy Railroad Conlpany and a Committee was appointed to prepare a contract to continue in effect for ten years.

Edward C. Knight, John M. Kennedy, and Samuel T. Bordine were elected Directors of tlie Company by the Select and Common Councils of the city of Philadelphia on the 22d of November, 1860.

The tonnage tax was discussed at this meeting and a tnemorial addressed to the Senate and House of Representatives of Penn- sylvania advocating its repeal was agreed upon.

A perpetual lease of the Harrisburg, Mount Joy and Lancaster Railroad Company was agreed upon by the different Committees and ratified by tlie Board of Directors November 28 011 tlie basis of 23,651 shares at $50 a share and $7,000,000 worth of bonds. The stockholders, according to agreement, were to receive semi-annual dividends of three and a half per cent on $1,183,550 of the capital stock, and the bondholders, the interest on $700,000 at six per cent, and $2,000 as organization cspeuses.

The plan for the reorganization of the Pitts- burgh, Fort Wayne and Chicago Railroad was finally agreed upon and by a sale under decree of tlie United States Court the road was relieved of its embarrassment. The holders of the first mortgage bonds of the three original companies forming the consolidated line accepted a new first mortgage lien of $5,250,000 ujmn the whole line, the second mortgage and construction bonds were funded by a second mortgage of $5,160,000, and a tiliid mortgage of $2,000,000 was created to take up the floating debt and in payment of coupons, etc., that were due.

During the year the second track was extended from Barree to Petersburg, a distance of two and eight-tenths miles.


T.HE PENNSYLVANIA RAILROAD COMPANY. 384

. . . . . . . . . . . Second track 101. 1 " as follows: Sidings . . . . . . . . . . . . . 17.4 "

Hollidaysburg Branch, Altoona to Holli- I The amount of coal moved the Pennsylvania

daysburg . . . . . . . . . . . 8 / Railroad during the fiscal year ending December Indiana Rranch, Ulairs\.ille to Indiana . 19 '' i 31, 1860. was 606,660 tons, of which 122,281 tons

Total length of main line and branches 357.2 " were delivered in Philadelphia, 138.989 at Pitts- . . . . . . . . . . . Second track 61.7 " ' burgh, 261,953 at way-stations, 83,438 used by the

I

The length of the several divisions of the I The passengers carried during the year I

Pennsylvania Railroad and branches Decem- I aggregated 1,203,000; their total mileage being ber 31, 1860, was as follows : 55,1011'330.

. . . . . . . . . . . . . Sidings 46.2 "

Eastern Division, Philadelphia to Colutn- . . . . . . . . . . . . . . bia 80.9 miles.

L U S E D BRANCHES.

The tonnage anlounted to 1,470,000, of which 607,000 was for coal, showing a grati-

Hamsburg and Lancaster R. R. . . . . . . Dillerville to Harrisburg 36.3 miles.

Columbia Branch. Middletown to Columbia . . . . . . I 8.5 "

Westchester Railroad. Junction 23 miles r e s t of Philadelphia

. . . . . . . . . to Westchester 9.0 " Total length of road opented by the

. . . . . . . . . . . Company 421 "

Second track . . . . . . . . . . . .. fying increase over the previous year. Sidings, etc. . . . . . . . . . . . In an article entitled " Pennsylvania Coal

Middle D i G o n , Harrisburg to Altoona, Trade for 1% " the Alrlcricart Railroad Jot lr - Second track . . . . . . . . . . 79.7 "

Sidings, etc. . . . . . . . . . . . ) i d in February, 1861, calls attention to the Western Division, Altoona to Pittsburgh. I 17.6 / increased traffic on the Pennsylvania Railroad

The equipment of the road on December 31, 1860, consisted of 21 I locon~otives; I 13 eight- wheel passenger cars. of which 67 were wide, 17 narrow, and 29 emigrant, antl 2,405 other eight-wheel cars; viz. : 34 baggage, 10 express, 1,326 house freight, 6 powder, 300 stock. 657

Company. The amount moved by the B. & 0. during the

official year ending September 30, 1860, was 502,303, of which 74510 tons were for the Company's use. The Pennsylvania Railroad is therefore a larger coal consumer by 8,gB tons and a larger coal car- rier by 95.429 tons than the B. & 0. Company.

The following is a statement of the yearly cost, earnings, expenses and dividends of the Pennsylvania Railroad for eleven years, 1850- 1860: - Yea

-.

&4 ! 1855 - 1 1856

coal antl lumher, antl 72 wood. In addition ' :$& to these the Company owned 571 four-\\*heeled :ig cars; namely, 116 house freight, 133 coal, 58 1 - , gravel, 234 road and hand cars, making the total number of 3,089 cars belonging to the Pennsylvania Railroad in service on its own line. The Conlpany also owned on the Pitts- burgh, Fort Wayne and Chicago Railroad IOO

freight cars; on the Pittsburgh. Columbia and Cincinnati Railroad 6 passenger and I r3 freight cars, making the total number of cars owned by the Company 3,308.

The revenues of the Company had been very favorably influenced by the increase in the cereal crops in the West, which continued until December.

will thus be seen that the year 1860 was the most prosperous twelvenlonth in the history of the Pennsylvania Railroad Company, notwithstanding the fact that during " Decem- ber derangements of the exchanges of the country from political causes seriously affected shipments, both east and west."

Sixteen months operations from opening of first section of the road.

Including cost of Philadelphia & Columbia Rail- road ($6.500.000). ' Interest was paid on installments of capital to

Gross Earnings

-- $339,452 754.674

1,943.828 a.774,889 3 . ~ 9 . 1 g a 4,270,ojo 4,720,124 42355.659 S,I%.W 5.361.355 5 . 9 3 a r ~ *

ment.

November I, 1855.

Operati'g Expen<cs

-

asp.? 259.2 275.4 357.2 357.2 357.2 357.2

1-s Ex- penscs.

Divi- t ends . ntercst.

"1,153,496 18.i60.847 I ~ , Q I ~ , Y ~ Z a6.266.981 26,771671 17,084,221 .7.44.31'

$172.244 4 ~ 6 %

1,326.802 1.673.631 2.049.918 2.340.738 2314.568 3,000 743

Per cent.

- $167.208 341.865 617.0a6

1,1ox,ao8 1 ~ 3 1 9 ~ 7 4 1.829.171 1 . 9 0 j M $7581797 1.824.926 454,908

6' 68 6' 6' 63 6' 6 3%

3 021.885 2 . 63 446 715.303 3.130.738 ~ ~ z 3 1 . 0 1 7 788.745 1 I 3 . 6 3 6 a 9 2 . 4 . 4 " 755.717

5% 6 6


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ADMINISTRATION OF JOHN EDGAR THOMSON.

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